If the miniature aircraft of the turn coordinator indicates a  deviation from the desired deflection, adjust the bank. Adjust  pitch attitude to maintain altitude. When approaching the  desired airspeed, pitch attitude becomes primary for power  control and the manifold pressure gauge (or tachometer) is  adjusted to maintain the desired airspeed. Trim is important  throughout the maneuver to relieve control pressures.  Until control technique is very smooth, frequent cross-check  of the attitude indicator is essential to prevent overcontrolling  and to provide approximate bank angles appropriate to the  changing airspeeds.  Bank and heading errors result from the following faults: Pitch errors result from the following faults: Bank Common Errors in Turns Pitch 1.  Preoccupation with bank control during turn entry  and recovery. If 5 seconds are required to roll into a  turn, check the pitch instruments as bank pressures  are initiated. If bank control pressure and rate of bank  change are consistent, a sense of the time required  for an attitude change is developed. During the  interval, check pitch, power, and trim—as well as  bank—controlling the total attitude instead of one  factor at a time.  2.  Failure to understand or remember the need for  changing the pitch attitude as the vertical lift  component changes, resulting in consistent loss of  altitude during entries.  3.  Changing the pitch attitude before it is necessary. This  fault is very likely if a cross-check is slow and rate  of entry too rapid. The error occurs during the turn  entry due to a mechanical and premature application  of back-elevator control pressure.  4.  Overcontrolling the pitch changes. This fault  commonly occurs with the previous error.  5.  Failure to properly adjust the pitch attitude as the  vertical lift component increases during the roll-out,  resulting in consistent gain in altitude on recovery  to headings.  6.  Failure to trim during turn entry and following turn  recovery (if turn is prolonged).  7.  Failure to maintain straight-and-level cross-check  after roll-out. This error commonly follows a perfectly  executed turn.  8.  Erratic rates of bank change on entry and recovery,  resulting from failure to cross-check the pitch  instruments with a consistent technique appropriate  to the changes in lift.  1.  Overcontrolling, resulting in overbanking upon turn  entry, overshooting and undershooting headings, as  well as aggravated pitch, airspeed, and trim errors.  2.  Fixation on a single bank instrument. On a 90° change  of heading, for example, leave the heading indicator  out of the cross-check for approximately 20 seconds  after establishing a standard rate turn, since at 3°  per second the turn will not approach the lead point  until that time has elapsed. Make the cross-check  selective, checking only what needs to be checked at  the appropriate time.  3.  Failure to check for precession of the horizon bar  following recovery from a turn. If the heading indicator  shows a change in heading when the attitude indicator  shows level flight, the airplane is turning. If the ball  is centered, the attitude gyro has precessed; if the ball  is not centered, the airplane may be in a slipping or  skidding turn. Center the ball with rudder pressure,  check the attitude indicator and heading indicator, stop  the heading change if it continues, and retrim.  4.  Failure to use the proper degree of bank for the amount  of heading change desired. Rolling into a 20° bank  for a heading change of 10° will normally overshoot  the heading. Use the bank attitude appropriate to the  amount of heading change desired.  5.  Failure to remember the heading to which the aircraft  is being turned. This fault is likely when rushing  the maneuver.  6.  Turning in the wrong direction, due to misreading or  misinterpreting the heading indicator, or to confusion  regarding the location of points on the compass. Turn  in the shortest direction to reach a given heading,  unless there is a specific reason to turn the long way  around. Study the compass rose and visualize at least  the positions of the eight major points around the  azimuth. A number of methods can be used to make  quick computations for heading changes. For example,  to turn from a heading of 305° to a heading of 110°,  would a pilot turn right or left for the shortest way  around? Subtracting 200 from 305 and adding 20,  gives 125° as the reciprocal of 305°; therefore, execute  the turn to the right. Likewise, to figure the reciprocal  of a heading less than 180°, add 200 and subtract 20.  Computations are done more quickly using multiples  of 100s and 10s than by adding or subtracting 180°  from the actual heading; therefore, the method  suggested above may save time and confusion.  7-25