Descents are very much the opposite of the climb procedure  if the airplane is properly trimmed for hands-off straight- and-level flight. In this configuration, the airplane requires a  certain amount of thrust to maintain altitude. The pitch attitude  is controlling the airspeed. The engine power, therefore,  (translated into thrust by the propeller) is maintaining the  selected altitude. Following a power reduction, however  slight, there is an almost imperceptible decrease in airspeed.  However, even a slight change in speed results in less down  load on the tail, whereupon the designed nose heaviness of  the airplane causes it to pitch down just enough to maintain  the airspeed for which it was trimmed. The airplane then  descends at a rate directly proportionate to the amount of  thrust that has been removed. Power reductions should be  made in increments of 100 rpm or 1 inch of manifold pressure  and the resulting rate of descent should never exceed 500  fpm. The wings should be held level on the attitude indicator,  and the pitch attitude should not exceed one bar width below  level.  [Figure 17-15] Combined maneuvers, such as climbing or descending turns,  should be avoided if at all possible by an untrained instrument  pilot already under the stress of an emergency situation.  Combining maneuvers only compound the problems  If a climb is necessary, the pilot should raise the miniature  airplane on the attitude indicator no more than one bar  width and apply power.  [Figure 17-14]  The pilot should  not attempt to attain a specific climb speed but accept  whatever speed results. The objective is to deviate as little  as possible from level flight attitude in order to disturb the  airplane’s equilibrium as little as possible. If the airplane is  properly trimmed, it assumes a nose-up attitude on its own  commensurate with the amount of power applied. Torque and  P-factor cause the airplane to have a tendency to bank and turn  to the left. This must be anticipated and compensated for. If  the initial power application results in an inadequate rate of  climb, power should be increased in increments of 100 rpm or  1 inch of manifold pressure until the desired rate of climb is  attained. Maximum available power is seldom necessary. The  more power that is used, the more the airplane wants to bank  and turn to the left. Resuming level flight is accomplished by  first decreasing pitch attitude to level on the attitude indicator  using slow but deliberate pressure, allowing airspeed to  increase to near cruise value, and then decreasing power. 17-17 Figure 17-15.  Level descent. Figure 17-14.  Level climb. Figure 17-13.  Level turn. Climbs Descents Combined Maneuvers XPDR  5537 IDNT LCL23:00:34 270° HDG 270° CRS 269° 140 130 120 100 90 80 1 110 9 TAS 100KT NAV1 108.00 113.00 NAV2 108.00 110.60 134.000 118.000 COM1 123.800 118.000 COM2 $_{WPT }$_ _ _ _ _ _$_{ DIS}$ _ _ ._ $_{NM}$ $_{DTK }$_ _ _$_{°}$ TRK 360° MAP - NAVIGATION MAP DAT 0° C DME NAV 1 113.00 --.--NM ILS NAV 1 7.5 NM OJC NAV 2 ADF/DME MSG D195I D212I A212I HDG UP 10 NM 2 1 1 2 500 5500 5600 5400 5300 5200 5100 4 000 2300 40 60 5 350 5000 2 1 1 2 500 5500 5 600 54 00 5300 5200 5100 4 000 2300 40 60 5 350 XPDR  5537 IDNT LCL23:00:34 270° HDG  270° CRS 269° 140 130 120 100 90 80 1 110 9 TAS 100KT NAV1 108.00 113.00 NAV2 108.00 110.60 134.000 118.000 COM1 123.800 118.000 COM2 $_{WPT }$_ _ _ _ _ _$_{ DIS}$ _ _ ._ $_{NM}$ $_{DTK }$_ _ _$_{°}$ TRK 360° MAP - NAVIGATION MAP DAT 0° C DME NAV 1 113.00 --.--NM ILS NAV 1 7.5 NM OJC NAV 2 ADF/DME MSG D195I D212I A212I HDG UP 10 NM 2 1 1 2 500 5500 5600 5400 5300 5200 5100 4 000 2300 40 60 5 350 5000 2 1 1 2 500 5500 5 600 54 00 5300 5200 5100 4 000 2300 40 60 5 350 140 160 200 250 AIRSPEED KNOTS IAS TAS 40 60 80 100 120 140 160 180 200 260 TURN COORDINATOR 2 MIN. D.C. ELEC. L R NO PITCH INFORMATION XPDR 5537 IDNT LCL23:00:34 270° HDG 270° CRS 269° 2 1 1 2 4200 4300 4100 3900 3800 4 000 2300 60 20 4000 3 000 140 130 120 100 90 80 1 110 9 TAS 100KT NAV1 108.00 113.00 NAV2 108.00 110.60 134.000 118.000 COM1 123.800 118.000 COM2 $_{WPT }$_ _ _ _ _ _$_{ DIS}$ _ _ ._ $_{NM}$ $_{DTK }$_ _ _$_{°}$ TRK 360° MAP - NAVIGATION MAP DAT 0° C DME NAV 1 113.00 --.--NM ILS NAV 1 7.5 NM OJC NAV 2 ADF/DME MSG D195I D212I A212I HDG UP 10 NM