content_image/577667.jpg
<img src='content_image/577667.jpg'>

2. Failure to vary the rate of cross-check during speed, power, or attitude changes or climb or descent entries. 

3. Failure to maintain a new pitch attitude. For example, raising the nose to the correct climb attitude, and as the airspeed decreases, either overcontrol and further increase the pitch attitude or allow the nose to lower. As control pressures change with airspeed changes, cross-check must be increased and pressures readjusted. 

4. Failure to trim off pressures. Unless the airplane is trimmed, there is difficulty in determining whether control pressure changes are induced by aerodynamic changes or by the pilot’s own movements. 

5. Failure to learn and use proper power settings. 

6. Failure to cross-check both airspeed and vertical speed before making pitch or power adjustments. 

7. Improper pitch and power coordination on slow-speed level offs due to slow cross-check of airspeed and altimeter indications. 

8. Failure to cross-check the VSI against the other pitch control instruments, resulting in chasing the vertical speed. 

9. Failure to note the rate of climb or descent to determine the lead for level offs, resulting in overshooting or undershooting the desired altitude. 

10. Ballooning (allowing the nose to pitch up) on level offs from descents, resulting from failure to maintain descending attitude with forward-elevator pressure as power is increased to the level flight cruise setting. 

11. Failure to recognize the approaching straight-and-level flight indications as level off is completed. Maintain an accelerated cross-check until positively established in straight-and-level flight. 

## Turns 

## Standard Rate Turns 

A standard rate turn is one in which the pilot will do a complete 360° circle in 2 minutes or 3 degrees per second. A standard rate turn, although always 3 degrees per second, requires higher angles of bank as airspeed increases. To enter a standard rate level turn, apply coordinated aileron and rudder pressures in the desired direction of turn. Pilots commonly roll into turns at a much too rapid rate. During initial training in turns, base control pressures on the rate of cross-check and interpretation. Maneuvering an airplane faster than the capability to keep up with the changes in instrument indications only creates the need to make corrections. 

A rule of thumb to determine the approximate angle of bank required for a standard rate turn is to use 15 percent of the true airspeed. A simple way to determine this amount is to 

