8.  Failure to maintain established pitch corrections,  a common error associated with cross-check and  trim errors. For example, having established a  pitch change to correct an altitude error, there is a  tendency to slow down the cross-check, waiting for  the airplane to stabilize in the new pitch attitude. To  maintain the attitude, continue to cross-check and  trim off the pressures.  9.  Fixations during cross-check. After initiating a  heading correction, for example, there is a tendency  to become preoccupied with bank control and miss  errors in pitch attitude. Likewise, during an airspeed  change, unnecessary gazing at the power instrument  is common. A small error in power setting is of less  consequence than large altitude and heading errors.  The airplane will not decelerate any faster by staring  at the manifold pressure gauge.  1.  Failure to cross-check the heading indicator, especially  during changes in power or pitch attitude.  2.  Misinterpretation of changes in heading, with resulting  corrections in the wrong direction.  3.  Failure to note and remember a preselected heading.  4.  Failure to observe the rate of heading change and its  relation to bank attitude.  5.  Overcontrolling in response to heading changes,  especially during changes in power settings.  6.  Anticipating heading changes with premature  application of rudder control.  7.  Failure to correct small heading deviations. Unless  zero error in heading is the goal, a pilot will tolerate  larger and larger deviations. Correction of a 1 degree  error takes a lot less time and concentration than  correction of a 20° error.  8.  Correcting with improper bank attitude. If correcting a  10° heading error with 20° of bank, the airplane rolls  past the desired heading before the bank is established,  requiring another correction in the opposite direction.  Do not multiply existing errors with errors in  corrective technique.  9.  Failure to note the cause of a previous heading error  and thus repeating the same error. For example, the  airplane is out of trim, with a left wing low tendency.  Repeated corrections for a slight left turn are made,  yet trim is ignored. 10. Failure to set the heading indicator properly or failure  to uncage it. 1.  Failure to know the power settings and pitch attitudes  appropriate to various airspeeds and airplane  configurations.  2.  Abrupt use of throttle. 3.  Failure to lead the airspeed when making power  changes. For example, during airspeed reduction in  level flight, especially with gear and flaps extended,  adjust the throttle to maintain the slower speed  before the airspeed actually reaches the desired  speed. Otherwise, the airplane decelerates to a speed  lower than that desired, resulting in additional power  adjustments. The amount of lead depends upon how  fast the airplane responds to power changes.  4.  Fixation on airspeed or manifold pressure instruments  during airspeed changes, resulting in erratic control  of both airspeed and power.  1.  Improper adjustment of seat or rudder pedals for  comfortable position of legs and feet. Tension in the  ankles makes it difficult to relax rudder pressures.  2.  Confusion about the operation of trim devices that  differ among various airplane types. Some trim wheels  are aligned appropriately with the airplane’s axes;  others are not. Some rotate in a direction contrary to  what is expected.  3.  Faulty sequence in trim technique. Trim should be  used not as a substitute for control with the wheel  (stick) and rudders, but to relieve pressures already  held to stabilize attitude. As proficiency is gained, little  conscious effort is required to trim off the pressures  as they occur.  4.  Excessive trim control. This induces control pressures  that must be held until the airplane is trimmed  properly. Use trim frequently and in small amounts.  5.  Failure to understand the cause of trim changes. Lack  of understanding the basic aerodynamics related to  basic instrument skills causes a pilot to continually  lag behind the airplane. Heading Heading errors usually result from the following faults:  Trim Trim errors usually result from the following faults:  Power Power errors usually result from the following faults: 7-13