Equivalently, the left wing's effective angle of attack is decreased due to the positive roll. By definition, lift is perpendicular to the oncoming flow. The upward deflection of oncoming air causes the lift vector to be deflected backward. Conversely, as the right wing descends, its vector pointing towards the oncoming air is deflected downward and its lift vector is deflected forward. The backward deflection of lift for the left wing and the forward deflection of lift for the right wing results in an adverse yaw moment to the left, opposite to the intended right turn. This adverse yaw moment is present only while the aircraft is rolling relative to the surrounding air, and disappears when the aircraft's bank angle is steady. Induced drag Initiating a roll to the right requires a briefly greater lift on the left than the right. This also causes a greater induced drag on the left than the right, which further adds to the adverse yaw, but only briefly. Once a steady roll rate is established the left/right lift imbalance dwindles, while the other mechanisms described above persist. Profile drag The downward aileron deflection on the left increases the airfoil camber, which will typically increase the profile drag. Conversely, the upward aileron deflection on the right will decrease the camber and profile drag. The profile drag imbalance adds to the adverse yaw. A Frise aileron reduces this imbalance drag, as described further below. Minimizing the adverse yaw There are a number of aircraft design characteristics which can be used to reduce adverse yaw to ease the pilot workload: Yaw stability A strong directional stability is the first way to reduce adverse yaw. This is influenced by the vertical tail moment (area and lever arm about gravity center). Lift coefficient As the tilting of the left/right lift vectors is the major cause to adverse yaw, an important parameter is the magnitude of these lift vectors, or the aircraft's lift coefficient to be more specific. Flight at low lift coefficient (or high speed compared to minimum speed) produces less adverse yaw. Aileron to rudder mixing As intended, the rudder is the most powerful and efficient means of managing yaw but mechanically coupling it to the ailerons is impractical. Electronic coupling is commonplace in fly-by-wire aircraft. Differential aileron deflection The geometry of most aileron linkages can be configured so as to bias the travel further upward than downward. By