knots. Airspeed reduction to 95 knots, gear and flaps down, can be made in the following manner: 

1. Maintain rpm at 2,500, since a high power setting is used in full drag configuration. 

2. Reduce manifold pressure to 10 "Hg. As the airspeed decreases, increase cross-check speed. 

3. Make trim adjustments for an increased angle of attack and decrease in torque. 

4. Lower the gear at 115 knots. The nose may tend to pitch down and the rate of deceleration increases. Increase pitch attitude to maintain constant altitude, and trim off some of the back-elevator pressures. If full flaps are lowered at 105 knots, cross-check, interpretation, and control must be very rapid. A simpler technique is to stabilize attitude with gear down before lowering the flaps. 

5. Since 18 "Hg manifold pressure will hold level flight at 100 knots with the gear down, increase power smoothly to that setting until the ASI shows approximately 105 knots. The attitude indicator now shows approximately two-and-a-half bar width nose- high in straight-and-level flight. 

6. Actuate the flap control and simultaneously increase power to the predetermined setting (25 "Hg) for the desired airspeed, and trim off the pressures necessary to hold constant altitude and heading. The attitude indicator now shows a bar width nose-low in straight- and-level flight at 95 knots. 

Proficiency in straight-and-level flight is attained when a pilot can consistently maintain constant altitude and heading with smooth pitch, bank, power, and trim control during the pronounced changes in aircraft attitude. 

## Trim Technique 

Proper trim technique is essential for smooth and precise aircraft control during all phases of flight. By relieving all control pressures, it is much easier to hold a given attitude constant and devote more attention to other flight deck duties. 

An aircraft is trimmed by applying control pressures to establish a desired attitude, then adjusting the trim so the aircraft maintains that attitude when the flight controls are released. Trim the aircraft for coordinated flight by centering the ball of the turn-and-slip indicator, by using rudder trim in the direction the ball is displaced from the center. Differential power control on multiengine aircraft is an additional factor affecting coordinated flight. Use balanced power or thrust, when possible, to aid in maintaining coordinated flight. 

Changes in attitude, power, or configuration requires a trim adjustment in most cases. Using trim alone to establish a change in aircraft attitude invariably leads to erratic aircraft control. Smooth and precise attitude changes are best attained by a combination of control pressures and trim adjustments. Therefore, when used correctly, trim adjustment is an aid to smooth aircraft control. 

## Common Errors in Straight-and-Level Flight Pitch 

Pitch errors usually result from the following faults: 

1. Improper adjustment of the attitude indicator’s miniature aircraft to the wings-level attitude. Following the initial level off from a climb, check the attitude indicator and make any necessary adjustment in the miniature aircraft for level flight indication at normal cruise airspeed. 

2. Insufficient cross-check and interpretation of pitch instruments. For example, the airspeed indication is low. The pilot, believing a nose-high attitude exists, applies forward pressure without noting that a low power setting is the cause of the airspeed discrepancy. Increase cross-check speed to include all relevant instrument indications before making a control input. 

3. Uncaging the attitude indicator (if caging feature is present) when the airplane is not in level flight. The altimeter and heading indicator must be stabilized with airspeed indication at normal cruise before pulling out the caging knob to obtain correct indications in straight-and-level flight at normal cruise airspeed. 

4. Failure to interpret the attitude indicator in terms of the existing airspeed. 

5. Late pitch corrections. Pilots commonly like to leave well enough alone. When the altimeter indicates a 20 foot error, there is a reluctance to correct it, perhaps because of fear of overcontrolling. If overcontrolling is the anticipated error, practice small corrections and find the cause of overcontrolling. If any deviation is tolerated, errors increase. 

6. Chasing the vertical speed indications. This tendency can be corrected by proper cross-check of other pitch instruments, as well as by increasing overall understanding of instrument characteristics. 

7. Using excessive pitch corrections for the altimeter evaluation. Rushing a pitch correction by making a large pitch change usually aggravates the existing error, saving neither time nor effort. 

