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: 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:  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.  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.  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.  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. 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.  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.  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 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   Steep Turn Performance Maneuver  Gliding Turns   Pitch and Power  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. •  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.  6-16