knots. Airspeed reduction to 95 knots, gear and flaps down,  can be made in the following manner: 1.  Maintain rpm at 2,500, since a high power setting is  used in full drag configuration. 2.  Reduce manifold pressure to 10 "Hg. As the airspeed  decreases, increase cross-check speed. 3.  Make trim adjustments for an increased angle of attack  and decrease in torque. 4.  Lower the gear at 115 knots. The nose may tend to  pitch down and the rate of deceleration increases.  Increase pitch attitude to maintain constant altitude,  and trim off some of the back-elevator pressures.  If full flaps are lowered at 105 knots, cross-check,  interpretation, and control must be very rapid. A  simpler technique is to stabilize attitude with gear  down before lowering the flaps.  5.  Since 18 "Hg manifold pressure will hold level  flight at 100 knots with the gear down, increase  power smoothly to that setting until the ASI shows  approximately 105 knots. The attitude indicator now  shows approximately two-and-a-half bar width nose- high in straight-and-level flight. 6.  Actuate the flap control and simultaneously increase  power to the predetermined setting (25 "Hg) for the  desired airspeed, and trim off the pressures necessary  to hold constant altitude and heading. The attitude  indicator now shows a bar width nose-low in straight- and-level flight at 95 knots.  1.  Improper adjustment of the attitude indicator’s  miniature aircraft to the wings-level attitude.  Following the initial level off from a climb, check the  attitude indicator and make any necessary adjustment  in the miniature aircraft for level flight indication at  normal cruise airspeed.  2.  Insufficient cross-check and interpretation of pitch  instruments. For example, the airspeed indication is  low. The pilot, believing a nose-high attitude exists,  applies forward pressure without noting that a low  power setting is the cause of the airspeed discrepancy.  Increase cross-check speed to include all relevant  instrument indications before making a control input.  3. Uncaging the attitude indicator (if caging feature is  present) when the airplane is not in level flight. The  altimeter and heading indicator must be stabilized with  airspeed indication at normal cruise before pulling  out the caging knob to obtain correct indications in  straight-and-level flight at normal cruise airspeed.  4.  Failure to interpret the attitude indicator in terms of  the existing airspeed.  5.  Late pitch corrections. Pilots commonly like to leave  well enough alone. When the altimeter indicates a 20  foot error, there is a reluctance to correct it, perhaps  because of fear of overcontrolling. If overcontrolling  is the anticipated error, practice small corrections and  find the cause of overcontrolling. If any deviation is  tolerated, errors increase. 6.  Chasing the vertical speed indications. This tendency  can be corrected by proper cross-check of other  pitch instruments, as well as by increasing overall  understanding of instrument characteristics.  7.  Using excessive pitch corrections for the altimeter  evaluation. Rushing a pitch correction by making a  large pitch change usually aggravates the existing  error, saving neither time nor effort.  Changes in attitude, power, or configuration requires a trim  adjustment in most cases. Using trim alone to establish a  change in aircraft attitude invariably leads to erratic aircraft  control. Smooth and precise attitude changes are best attained  by a combination of control pressures and trim adjustments.  Therefore, when used correctly, trim adjustment is an aid to  smooth aircraft control. Pitch errors usually result from the following faults:  Proficiency in straight-and-level flight is attained when a  pilot can consistently maintain constant altitude and heading  with smooth pitch, bank, power, and trim control during the  pronounced changes in aircraft attitude.  Proper trim technique is essential for smooth and precise  aircraft control during all phases of flight. By relieving all  control pressures, it is much easier to hold a given attitude  constant and devote more attention to other flight deck duties.  An aircraft is trimmed by applying control pressures to  establish a desired attitude, then adjusting the trim so the  aircraft maintains that attitude when the flight controls are  released. Trim the aircraft for coordinated flight by centering  the ball of the turn-and-slip indicator, by using rudder trim in  the direction the ball is displaced from the center. Differential  power control on multiengine aircraft is an additional factor  affecting coordinated flight. Use balanced power or thrust,  when possible, to aid in maintaining coordinated flight.  Trim Technique Common Errors in Straight-and-Level Flight  Pitch 7-12