at the altimeter reading 200 feet below the assigned altitude,  and wonder how the needle got there. While fixated on the  instrument, increasing tension may be unconsciously exerted  on the controls, which leads to an unnoticed heading change  that leads to more errors. Another common fixation is likely  when initiating an attitude change. For example, a shallow  bank is established for a 90° turn and, instead of maintaining  a cross-check of other pertinent instruments, the pilot stares at  the heading indicator throughout the turn. Since the aircraft is  turning, there is no need to recheck the heading indicator for  approximately 25 seconds after turn entry. The problem here  may not be entirely due to cross-check error. It may be related  to difficulties with instrument interpretation. Uncertainty  about reading the heading indicator (interpretation) or  uncertainty because of inconsistency in rolling out of turns  (control) may cause the fixation.  Omission of an instrument from a cross-check is another  likely fault. It may be caused by failure to anticipate  significant instrument indications following attitude  changes. For example, in a roll-out from a 180° steep turn,  straight-and-level flight is established with reference only  to the attitude indicator, and the pilot neglects to check the  heading indicator for constant heading information. Because  of precession error, the attitude indicator temporarily shows  a slight error, correctable by quick reference to the other  flight instruments. Emphasis on a single instrument, instead of on the combination  of instruments necessary for attitude information, is an  understandable fault during the initial stages of training. It  For example, a pilot uses full power in a small airplane for a  5-minute climb from near sea level, and the attitude indicator  shows the miniature aircraft two bar widths (twice the  thickness of the miniature aircraft wings) above the artificial  horizon.  [Figure 6-20]  The airplane is climbing at 500 fpm  as shown on the VSI, and at airspeed of 90 knots, as shown  on the airspeed indicator. With the power available in this  particular airplane and the attitude selected by the pilot, the  performance is shown on the instruments. Now, set up the  identical picture on the attitude indicator in a jet airplane.  With the same airplane attitude as shown in the first example,  the VSI in the jet reads 2,000 fpm and the airspeed indicator  reads 250 knots.  The second fundamental skill, instrument interpretation,  requires more thorough study and analysis. It begins by  understanding each instrument’s construction and operating  principles. Then, this knowledge must be applied to the  performance of the aircraft being flown, the particular  maneuvers to be executed, the cross-check and control  techniques applicable to that aircraft, and the flight conditions. is a natural tendency to rely on the instrument that is most  readily understood, even when it provides erroneous or  inadequate information. Reliance on a single instrument is  poor technique. For example, a pilot can maintain reasonably  close altitude control with the attitude indicator, but cannot  hold altitude with precision without including the altimeter  in the cross-check.  Instrument Interpretation 10,000'  7,500'  5,000'  2,500'  0  10,000'  7,500'  5,000'  2,500'  0  60  80  100  120  140  160  180  200  220  240  250  300  350  400  KNOTS -  Figure 6-20.  Power and attitude equal performance. 6-13