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the movement of the throttle, the change in sound, and the changes in the feel of control pressures. 

As thrust decreases, increase the speed of the cross-check and be ready to apply left rudder, back-elevator, and aileron control pressure the instant the pitch-and-bank instruments show a deviation from altitude and heading. As proficiency is obtained, a pilot learns to cross-check, interpret, and control the changes with no deviation of heading and altitude. Assuming smooth air and ideal control technique as airspeed decreases, a proportionate increase in airplane pitch attitude is required to maintain altitude. Similarly, effective torque control means counteracting yaw with rudder pressure. 

As the power is reduced, the altimeter is primary for pitch, the heading indicator is primary for bank, and the manifold pressure gauge is momentarily primary for power (at 15 "Hg in this example). Control pressures should be trimmed off as the airplane decelerates. As the airspeed approaches the desired airspeed of 100 knots, the manifold pressure is adjusted to approximately 18 "Hg and becomes the supporting power instrument. The ASI again becomes primary for power.  [Figure 7-24] 

## Airspeed Changes in Straight-and-Level Flight 

Practice of airspeed changes in straight-and-level flight provides an excellent means of developing increased proficiency in all three basic instrument skills and brings out some common 

errors to be expected during training in straight-and-level flight. Having learned to control the airplane in a clean configuration (minimum drag conditions), increase proficiency in cross- check and control by practicing speed changes while extending or retracting the flaps and landing gear. While practicing, be sure to comply with the airspeed limitations specified in the POH/AFM for gear and flap operation. 

Sudden and exaggerated attitude changes may be necessary in order to maintain straight-and-level flight as the landing gear is extended and the flaps are lowered in some airplanes. The nose tends to pitch down with gear extension, and when flaps are lowered, lift increases momentarily (at partial flap settings) followed by a marked increase in drag as the flaps near maximum extension. 

Control technique varies according to the lift and drag characteristics of each airplane. Accordingly, knowledge of the power settings and trim changes associated with different combinations of airspeed, gear, and flap configurations reduces instrument cross-check and interpretation problems. 

For example, assume that in straight-and-level flight instruments indicate 120 knots with power at 23 "Hg/2,300 revolutions per minute (rpm), gear and flaps up. After reduction in airspeed, with gear and flaps fully extended, straight-and-level flight at the same altitude requires 25 "Hg manifold pressure/2,500 rpm. Maximum gear extension speed is 115 knots; maximum flap extension speed is 105 

