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to the desired pitch attitude that equates to the desired vertical speed rate. The primary instrument for pitch during the initial portion of the maneuver is the ASI until the vertical speed rate stabilizes and then the VSI tape becomes primary. The ASI then becomes the primary instrument for power. If any deviation from the desired vertical speed is noted, small pitch changes will be required in order to achieve the desired vertical speed. [Figure 7-65] 

When making changes to compensate for deviations in performance, pitch, and power, pilot inputs need to be coordinated to maintain a stable flight attitude. For instance, if the vertical speed is lower than desired but the airspeed is correct, an increase in pitch momentarily increases the vertical speed. However, the increased drag quickly starts to degrade the airspeed if no increase in power is made. A change to any one variable mandates a coordinated change in the other. 

Conversely, if the airspeed is low and the pitch is high, a reduction in the pitch attitude alone may solve the problem. Lower the nose of the aircraft very slightly to see if a power reduction is necessary. Being familiar with the pitch and power settings for the aircraft aids in achieving precise attitude instrument flying. 

## Leveling Off 

Leveling off from a climb requires a reduction in the pitch prior to reaching the desired altitude. If no change in pitch is made until reaching the desired altitude, the momentum of the aircraft causes the aircraft to continue past the desired altitude throughout the transition to a level pitch attitude. The amount of lead to be applied depends on the vertical speed rate. A higher vertical speed requires a larger lead for level off. A good rule of thumb to utilize is to lead the level off by 10 percent of the vertical speed rate (1,000 fpm ÷ 10 = 100 feet lead). 

To level off at the desired altitude, refer to the attitude display and apply smooth forward elevator pressure toward the desired level pitch attitude while monitoring the VSI and altimeter tapes. The rates should start to slow and airspeed should begin to increase. Maintain the climb power setting until the airspeed approaches the desired cruise airspeed. Continue to monitor the altimeter to maintain the desired altitude as the airspeed increases. Prior to reaching the cruise airspeed, the power must be reduced to avoid overshooting the desired speed. The amount of lead time that is required depends on the speed at which the aircraft accelerates. Utilization of the airspeed trend indicator can assist by showing how quickly the aircraft will arrive at the desired speed. 

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