7. Failure to check the ball of the turn coordinator when interpreting the instrument for bank information. If the roll rate is reduced to zero, the miniature aircraft of the turn coordinator indicates only direction and rate of turn. Unless the ball is centered, do not assume the turn is resulting from a banked attitude. 

## Power 

Power and airspeed errors result from the following faults: 

1. Failure to cross-check the ASI as pitch changes are made. 

2. Erratic use of power control. This may be due to improper throttle friction control, inaccurate throttle settings, chasing the airspeed readings, abrupt or overcontrolled pitch-and-bank changes, or failure to recheck the airspeed to note the effect of a power adjustment. 

3. Poor coordination of throttle control with pitch-and- bank changes associated with slow cross-check or failure to understand the aerodynamic factors related to turns. 

## Trim 

Trim errors result from the following faults: 

1. Failure to recognize the need for a trim change due to slow cross-check and interpretation. For example, a turn entry at a rate too rapid for a cross-check leads to confusion in cross-check and interpretation with resulting tension on the controls. 

2. Failure to understand the relationship between trim and attitude/power changes. 

3. Chasing the vertical speed needle. Overcontrolling leads to tension and prevents sensing the pressures to be trimmed off. 

4. Failure to trim following power changes. 

## Errors During Compass Turns 

In addition to the faults discussed above, the following errors connected with compass turns should be noted: 

1. Faulty understanding or computation of lead and lag. 

2. Fixation on the compass during the roll-out. Until the airplane is in straight-and-level unaccelerated flight, it is unnecessary to read the indicated heading. Accordingly, after the roll-out, cross-check for straight-and-level flight before checking the accuracy of the turn. 

## Approach to Stall 

Practicing approach to stall recoveries in various airplane configurations should build confidence in a pilot’s ability to control the airplane in unexpected situations. Approach to stall should be practiced from straight flight and from shallow banks. The objective is to practice recognition and recovery from the approach to a stall. 

Prior to stall recovery practice, select a safe altitude above the terrain, an area free of conflicting air traffic, appropriate weather, and the availability of radar traffic advisory service. 

Approaches to stalls are accomplished in the following configurations: 

1. Takeoff configuration—should begin from level flight near liftoff speed. Power should be applied while simultaneously increasing the angle of attack to induce an indication of a stall. 

2. Clean configuration—should begin from a reduced airspeed, such as pattern airspeed, in level flight. Power should be applied while simultaneously increasing the angle of attack to induce an indication of a stall. 

3. Approach or landing configuration—should be initiated at the appropriate approach or landing airspeed. The angle of attack should be smoothly increased to induce an indication of a stall. 

Recoveries should be prompt in response to a stall warning device or an aerodynamic indication by smoothly reducing the angle of attack and applying maximum power or as recommended by the POH/AFM. The recovery should be completed without an excessive loss of altitude and on a predetermined heading, altitude, and airspeed. 

## Unusual Attitudes and Recoveries 

An unusual attitude is an airplane attitude not normally required for instrument flight. Unusual attitudes may result from a number of conditions, such as turbulence, disorientation, instrument failure, confusion, preoccupation with flight deck duties, carelessness in cross-checking, errors in instrument interpretation, or lack of proficiency in aircraft control. Since unusual attitudes are not intentional maneuvers during instrument flight, except in training, they are often unexpected, and the reaction of an inexperienced or inadequately trained pilot to an unexpected abnormal flight attitude is usually instinctive rather than intelligent and deliberate. This individual reacts with abrupt muscular 

