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aggressive cross-check, a pilot should be able to minimize errors arising from over- or underbanking. 

2. Another error normally encountered during standard rate turns is inefficient or lack of adequate cross- checking. Pilots need to establish an aggressive cross-check in order to detect and eliminate all deviations from altitude, airspeed, and bank angle during a maneuver. 

3. Fixation is a major error associated with attitude instrument flying in general. Pilots training for their instrument rating tend to focus on what they perceive to be the most important task at hand and abandon their cross-check by applying all of their attention to the turn rate indicator. A modified radial scan works well to provide the pilot with adequate scanning of all instrumentation during the maneuver. 

## Turns to Predetermined Headings 

Turning the aircraft is one of the most basic maneuvers that a pilot learns during initial flight training. Learning to control the aircraft, maintaining coordination, and smoothly rolling out on a desired heading are all keys to proficient attitude instrument flying. 

EFDs allow the pilot to better utilize all instrumentatio n during all phases of attitude instrument flying by consolidating all traditional instrumentation onto the PFD. The increased size of the attitude indicator, which stretches the entire width of the PFD, allows the pilot to maintain better pitch control while the introduction of the turn rate indicator positioned directly on the compass rose aids the pilot in determining when to begin a roll-out for the desired heading. 

When determining what bank angle to utilize when m aking a heading change, a general rule states that for a small heading change, do not use a bank angle that is greater than the total number of degrees of change needed. For instan ce, if a heading change of 20° is needed, a bank angle of not more than 20° is required. Another rule of thumb that better defines the bank angle is half the total number of degrees of heading change required, but never greater than standard rate. The exact bank angle that equates to a standard rate turn varies due to true airspeed. 

With this in mind and the angle of bank calculated, the n ext step is determining when to start the roll-out process. For e xample: 

