rapidly as the bank is increased. Additional control bar  forward pressure increases the angle of attack, which results  in an increase in drag. Consequently, power must be added  to maintain the entry altitude and airspeed. During the turn, the pilot should not stare at any one object.  Maintaining altitude, as well as orientation, requires an  awareness of the relative position of the forward tube and  the horizon. The pilot must also be looking for other aircraft  mainly towards the direction of the turn while glancing at the  instruments to make sure the airspeed and altitude are being  maintained. If the altitude begins to increase or decrease a  power adjustment may be necessary to maintain the altitude  if the bank angle and speed are maintained. All bank angle  changes should be done with coordinated use of pitch and  throttle control. The rollout from the turn should be timed so that the wings  reach level flight when the aircraft is exactly on the heading  from which the maneuver was started. While the recovery  is being made, forward bar pressure is gradually released  and power reduced, as necessary, to maintain the altitude  and airspeed. Common errors in the performance of steep turns are: The WSC aircraft has very little momentum because of its  relative light weight as compared to airplanes. Therefore, it  is important that pilots learn to manage the kinetic energy of  the WSC. Higher speed and higher power is higher energy.  Lower speed and lower power is lower energy. The ability  for a pilot to maintain high energy levels in turbulent air and  while near the ground is the basis for energy management  for WSC. Energy management should first be practiced at higher  altitudes. While maintaining straight-and-level flight,  power is increased and decreased, and pitch control must  be used. The pilot should start at the trim position and with  the appropriate cruise throttle setting. As power is smoothly  applied towards full throttle, the WSC aircraft pitch attitude  attempts to increase. The pilot should decrease the pitch to  maintain level flight. This results in a high energy level. Once this application is held for a couple seconds, the pilot  should then smoothly reduce power to the cruise power  setting and increase pitch to maintain level flight. The WSC  aircraft is now back to at a lower trim/cruise power in a  medium energy level.  Again, increase power and reduce pitch to stay level attaining  a high energy level. Now, reduce power to idle and as the  nose lowers, increase pitch. The pilot must be aware of the  decreasing energy levels occurring during this phase of the  maneuver for this is usually a precursor to accidents when  approaching the runway. The pilot should recognize this  scenario and promptly apply the power as appropriate to  prevent the aircraft from descending. Additionally, the pilot  must be aware of the slow fl ight and stall characteristics to  prevent a stall and to maintain a specifi ed heading. Once the student masters this maneuver successfully at  higher altitudes, energy management can be practiced with  low passes down the runway in calm winds at higher energy  levels, then at the lower trim/cruise power medium energy  level, and finally higher to medium trim/cruise power energy  levels. Low passes over the runway fine tunes the student’s  skills for energy management and is an excellent exercise to  prepare students for landings.  It is important to understand that higher energy levels should  be used while maneuvering near the ground especially  in turbulent or crosswind conditions. This is discussed in  Chapter 7, Takeoff and Departure Climbs, that higher energy  is recommended as the WSC aircraft lifts off and initially  climbs out from the runway.  Higher energy is also recommended for a power on approach  where the airspeed is higher than the normal approach  speed; and the power is higher than the normal approach  power. There is still a descent rate, but the WSC aircraft has  more overall energy to handle turbulence and crosswinds.  [Figure 6-20] • Failure to adequately clear the area. • Excessive pitch change during entry or recovery. • Attempts to start recovery prematurely. • Failure to stop the turn on a precise heading. • Inadequate power management resulting in gaining  or loosing altitude. • Inadequate airspeed control. • Poor roll/pitch/power coordination. • Failure to maintain constant bank angle. • Failure to scan for other traffic before and during the  maneuver.  Energy Management 6-19