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: 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  Figure 3-22.  Descent indications. 3-19 OBS N E S W 3 33 24 21 15 12 30 6 NAV GS OBS N E S W 3 33 24 21 15 12 30 6 XPDR 5537 IDNT LCL  10:12:34 VOR 1 270 ° 2 1 1 2 -500 4 300 4 200 4 100 4 000 3 900 3 800 4300 3600 3500 3400 3300 3200 3100 60 20 000 130 120 110 90 80 70 1 100 9 TAS 106KT OAT 7°C ALERTS 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° HDG  270° CRS  270° H3 X8 12.3NM PD2 NAV2 Descents and Descending Turns • 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. • Fixation on the airplane’s nose during straight climbs, resulting in climbing with one wing low. • Allowing the airplane to yaw during climbs usually  due to inadequate right rudder pressure. • Inadequate or inappropriate rudder pressure during  climbing turns. • Applying elevator pressure too aggressively resulting  in an excessive climb angle. • Attempting to establish climb pitch attitude by  primarily referencing the airspeed indicator resulting  in the pilot chasing the airspeed. • 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.