A stabilized power-off descent at the best glide speed is often referred to as a normal glide. The fl ight instructor should demonstrate a normal glide, and direct the student pilot to memorize the aircraft’s angle and speed by visually checking the: 

1. Aircraft’s attitude with reference to the horizon. 

2. Noting the pitch of the sound made by the air. 

3. Pressure on the controls, and the feel of the aircraft. 

Due to lack of experience, the beginning student may be unable to recognize slight variations of speed and angle of bank immediately by vision or by the pressure required on the controls. The student pilot must use all three elements consciously until they become habits, and must be alert when attention is diverted from the attitude of the aircraft. A student must be responsive to any warning given by a variation in the feel of the aircraft or controls or by a change in the pitch of the sound. 

After a good comprehension of the normal glide is attained, the student pilot should be instructed of the differences in the results of normal and abnormal glides. Abnormal glides are those conducted at speeds other than the normal best glide speed. Pilots who do not acquire an understanding and appreciation of these differences experience diffi culties with accuracy landings which are comparatively simple if the fundamentals of the glide are thoroughly understood. 

##  Gliding Turns 

Gliding turns have a significant increase in descent rate than straight glides because of the decrease in effective lift due to the direction of the lifting force being at an angle to the pull of gravity. Therefore, it should be clearly understood that the steeper the bank angle, the greater the descent rate. 

In gliding turns, the decrease in effective lift due to the direction of the lifting force being at an angle to the pull of gravity make it necessary to use more nose-up pressure than is required for a straight glide. However, as discussed earlier for steeper turns, airspeed must be maintained well above stall speed which increases during turns or the WSC could stall in the turn. 

When recovery is being made from a medium or high banked gliding turn, the pitch force which was applied during the turn must be decreased back to trim, which must be coordinated with the roll back to level. 

In order to maintain the most efficient or normal glide in a turn, more altitude must be sacrificed than in a straight glide since this is the only way speed can be maintained without power. Attention to the front tube angle with the horizon and 

the reference point on the front tube provide visual reference of attitudes while gliding. [Figures 6-17 and  6-18] 

Common errors in the performance of descents and descending turns are: 

• Failure to adequately clear the area. 

• Inability to sense changes in airspeed through sound and feel. 

• Failure to maintain constant bank angle during gliding turns. 

• Inadequate nose-up control during glide entry resulting in too steep a glide. 

• Attempting to establish/maintain a normal glide solely by reference to fl ight instruments. 

• Attempting to “stretch” the glide by applying nose-up pressure. 

• Inadequate pitch control during recovery from straight glides. 

##  Pitch and Power 

No discussion of climbs and descents would be complete without touching on the question of what controls altitude and what controls airspeed. The pilot must understand the effects of both power and pitch control, working together, during different conditions of fl ight. 

As a general rule, power is used to determine vertical speed and pitch control is used to determine speed. However, there are many variations and combinations to this general statement. Decreasing pitch and diving do provide a quicker descent but is not typically used as a flight technique for long descents. Changes in pitch through moving the control bar forward and backward are used for maintaining level fl ight in rising and falling air, and pulling back on the control bar is used for a steep approach technique to lose altitude; however, these techniques are used only for short durations and not the primary altitude control for the WSC. 

The throttle is the main control used for determining vertical speed. At normal pitch attitudes recommended by the manufacturer and a constant airspeed, the amount of power used determines whether the aircraft climbs, descends, or remains level at that attitude. 

##  Steep Turn Performance Maneuver 

The objective of the steep turn performance maneuver is to develop the smoothness, coordination, orientation, division of attention, and control techniques necessary for the execution of maximum performance turns when the aircraft is near its 

