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adverse yaw, propeller effects, reduction of the vertical component of lift, and increased drag must be managed by the pilot through the manipulation of the flight controls. 

Climbing turns may be established by entering the climb first and then banking into the turn or climbing and turning simultaneously. During climbing turns, as in any turn, the loss of vertical lift must be compensated by an increase in pitch attitude. When a turn is coupled with a climb, the additional drag and reduction in the vertical component of lift must be further compensated for by an additional increase in elevator back pressure. When turns are simultaneous with a climb, it is most effective to limit the turns to shallow bank angles. This provides for an efficient rate of climb. If a medium or steep banked turn is used, climb performance is degraded or possibly non-existent. 

Common errors in the performance of climbs and climbing turns are: 

• Attempting to establish climb pitch attitude by primarily referencing the airspeed indicator resulting in the pilot chasing the airspeed. 

• Applying elevator pressure too aggressively resulting in an excessive climb angle. 

• Inadequate or inappropriate rudder pressure during climbing turns. 

• Allowing the airplane to yaw during climbs usually due to inadequate right rudder pressure. 

• Fixation on the airplane’s nose during straight climbs, resulting in climbing with one wing low. 

• Failure to properly initiate a climbing turn with a coordinated use of the flight controls, resulting in no turn but rather a climb with one wing low. 

• Improper coordination resulting in a slip that counteracts the rate of climb, resulting in little or no altitude gain. 

• Inability to keep pitch and bank attitude constant during climbing turns. 

• Attempting to exceed the airplane’s climb capability. 

• Applying forward elevator pressure too aggressively during level-off resulting in a loss of altitude or G-force substantially less than one G. 

## Descents and Descending Turns 

When an airplane enters a descent, it changes its flightpath from level flight to a descent attitude. [Figure 3-22]  In a descent, weight no longer acts solely perpendicular to the flightpath. Since induced drag is decreased as lift is reduced in order to descend, excess thrust will provide higher airspeeds. The weight/gravity force is about the same. This causes an increase in total thrust and a power reduction is required to balance the forces if airspeed is to be maintained. 

The pilot should know the engine power settings, natural horizon pitch attitudes, and flight instrument indications that produce the following types of descents: 

Partial power descent—the normal method of losing altitude is to descend with partial power. This is often termed cruise or en route descent. The airspeed and power setting recommended by the AFM/POH for prolonged descent should be used. The target descent rate should be 500 fpm. The desired airspeed, pitch attitude, and power combination should be preselected and kept constant. 

Descent at minimum safe airspeed—a nose-high, power- assisted descent condition principally used for clearing 

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