power to a predetermined value. The airspeed continues to  decrease below the desired airspeed unless a simultaneous  reduction in pitch is performed. The primary instrument  for pitch is the ASI tape. If any deviation from the desired  speed is noted, make small pitch corrections by referencing  the attitude indicator and validate the changes made with the  airspeed tape. Utilize the airspeed trend indicator to judge  if the airspeed is increasing and at what rate. Remember to  trim off any control pressures. The entry procedure for a constant rate descent is the same  except the primary instrument for pitch is the VSI tape. The  primary instrument for power is the ASI. When performing  a constant rate descent while maintaining a specific airspeed,  coordinated use of pitch and power is required. Any change  in pitch directly affects the airspeed. Conversely, any change  in airspeed has a direct impact on vertical speed as long as  the pitch is being held constant.  When leveling off from a descent with the intention of  returning to cruise airspeed, first start by increasing the  power to cruise prior to increasing the pitch back toward  the level flight attitude. A technique used to determine  how soon to start the level off is to lead the level off by an  altitude corresponding to 10 percent of the rate of descent.  For example, if the aircraft is descending at 1,000 fpm, start  the level off 100 feet above the level off altitude. If the pitch  attitude change is started late, there is a tendency to overshoot  the desired altitude unless the pitch change is made with  a rapid movement. Avoid making any rapid changes that  could lead to control issues or spatial disorientation. Once  in level pitch attitude, allow the aircraft to accelerate to the  desired speed. Monitor the performance on the airspeed and  altitude tapes. Make adjustments to the power in order to  correct any deviations in the airspeed. Verify that the aircraft  is maintaining level flight by cross-checking the altimeter  tape. If deviations are noticed, make an appropriate smooth  pitch change in order to arrive back at desired altitude. Any  change in pitch requires a smooth coordinated change to the  power setting. Monitor the airspeed in order to maintain the  desired cruise airspeed. Leveling Off To level off at a constant airspeed, the pilot must again  determine when to start to increase the pitch attitude toward  the level attitude. If pitch is the only item that is changing,  airspeed varies due to the increase in drag as the aircraft’s  pitch increases. A smooth coordinated increase in power  needs to be made to a predetermined value in order to  maintain speed. Trim the aircraft to relieve any control  pressure that may have to be applied. 7-50 Common Errors in Straight Climbs and Descents Climbing and descending errors usually result from but are  not limited to the following errors: 1.  Overcontrolling pitch on beginning the climb. Aircraft  familiarization is the key to achieving precise attitude  instrument flying. Until the pilot becomes familiar with  the pitch attitudes associated with specific airspeeds,  the pilot must make corrections to the initial pitch  settings. Changes do not produce instantaneous and  stabilized results; patience must be maintained while  the new speeds and vertical speed rates stabilize. Avoid  the temptations to make a change and then rush into  making another change until the first one is validated.  Small changes produce more expeditious results and  allow for a more stabilized flightpath. Large changes  to pitch and power are more difficult to control and can  further complicate the recovery process. 2.  Failure to increase the rate of instrument cross-check.  Any time a pitch or power change is made, an increase  in the rate a pilot cross-checks the instrument is  required. A slow cross-check can lead to deviations  in other flight attitudes. 3.  Failure to maintain new pitch attitudes. Once a  pitch change is made to correct for a deviation, that  pitch attitude must be maintained until the change  is validated. Utilize trim to assist in maintaining the  new pitch attitude. If the pitch is allowed to change,  it is impossible to validate whether the initial pitch  change was sufficient to correct the deviation. The  continuous changing of the pitch attitude delays the  recovery process. 4.  Failure to utilize effective trim techniques. If control  pressures have to be held by the pilot, validation of the  initial correction is impossible if the pitch is allowed to  vary. Pilots have the tendency to either apply or relax  additional control pressures when manually holding  pitch attitudes. Trim allows the pilot to fly without  holding pressure on the control yoke. 5.  Failure to learn and utilize proper power settings.  Any time a pilot is not familiar with an aircraft’s  specific pitch and power settings, or does not  utilize them, a change in flightpaths takes longer.  Learn pitch and power settings in order to expedite  changing the flightpath. 6.  Failure to cross-check both airspeed and vertical speed  prior to making adjustments to pitch and or power. It is  possible that a change in one may correct a deviation  in the other. 