be smoothly relaxed so that the controls are neutralized as the  airplane returns to straight-and-level flight. If trim was used,  such as during a steep turn, forward elevator pressure may  be required until the trim can be adjusted. As the rollout is  being completed, attention should be given to outside visual  references, as well as the flight instruments to determine that  the wings are being leveled and the turn stopped.  For outside references, select the horizon and another point  ahead. If those two points stay in alignment, the airplane  is tracking to that point as long as there is not a crosswind  requiring a crab angle. It would also be a good idea to include  VFR references for heading as well and pitch. A pilot holds  course in VFR by tracking to a point in front of the compass,  with only glances at the compass to ensure he or she is still  on course. This reliance on a surface point does not work  when flying over water or flat snow covered surfaces. In  these conditions, the pilot must rely on the compass or gyro- heading indicator. When an airplane enters a climb, it changes its flightpath from  level flight to a climb attitude. In a climb, weight no longer  acts in a direction solely perpendicular to the flightpath. When  an airplane enters a climb, excess lift must be developed to  overcome the weight or gravity. This requirement to develop  more lift results in more induced drag, which either results  in decreased airspeed and/or an increased power setting to  maintain a minimum airspeed in the climb. An airplane can  only sustain a climb when there is sufficient thrust to offset  increased drag; therefore, climb rate is limited by the excess  thrust available. The pilot should know the engine power settings, natural  horizon pitch attitudes, and flight instrument indications that  produce the following types of climb: Normal climb—performed at an airspeed recommended by  the airplane manufacturer. Normal climb speed is generally  higher than the airplane’s best rate of climb. The additional  airspeed provides for better engine cooling, greater control  authority, and better visibility over the nose of the airplane.  Normal climb is sometimes referred to as cruise climb.  Best rate of climb (V$_{Y}$)—produces the most altitude gained  over a given amount of time. This airspeed is typically used  when initially departing a runway without obstructions until it  is safe to transition to a normal or cruise climb configuration.  Best angle of climb (V$_{X}$)—performed at an airspeed that  produces the most altitude gain over a given horizontal  distance. The best angle of climb results in a steeper climb,  although the airplane takes more time to reach the same  altitude than it would at best rate of climb airspeed. The best  angle of climb is used to clear obstacles, such as a strand of  trees, after takeoff.  [Figure 3-19] It should be noted that as altitude increases, the airspeed  for best angle of climb increases and the airspeed for best  rate of climb decreases. Performance charts contained in  the Airplane Flight Manual or Pilot’s Operating Handbook  Because the elevator and ailerons are on one control, practice  is required to ensure that only the intended pressure is applied  to the intended flight control. For example, a beginner pilot  is likely to unintentionally add pressure to the pitch control  when the only bank was intended. This cross-coupling may be  diminished or enhanced by the design of the flight controls;  however, practice is the appropriate measure for smooth,  precise, and accurate flight control inputs. For example,  diving when turning right and climbing when turning left in  airplanes is common with stick controls, because the arm tends  to rotate from the elbow joint, which induces a secondary arc  control motion if the pilot is not extremely careful. Likewise,  lowering the nose is likely to induce a right turn, and raising  the nose to climb tends to induce a left turn. These actions  would apply for a pilot using the right hand to move the stick.  Airplanes with a control wheel may be less prone to these  inadvertent actions, depending on control positions and pilot  seating. In any case, the pilot must retain the proper sight  picture of the nose following the horizon, whether up, down,  left or right and isolate undesired motion. It is essential that  flight control coordination be developed because it is the very  basis of all fundamental flight maneuvers. Climbs and Climbing Turns • Failure to adequately clear in the direction of turn for  aircraft traffic. • Gaining or losing altitude during the turn. • Not holding the desired bank angle constant. • Attempting to execute the turn solely by instrument  reference. • Leaning away from the direction of the turn while  seated. 3-16 Common errors in level turns are: • Insufficient feel for the airplane as evidenced by the  inability to detect slips or skids without reference to  flight instruments. • Attempting to maintain a constant bank angle by  referencing only the airplane’s nose. • Making skidding flat turns to avoid banking the  airplane. • Holding excessive rudder in the direction of turn. • Gaining proficiency in turns in only one direction. • Failure to coordinate the controls.