5.  Overcontrolling rudder pedals. This fault may be  caused by late recognition of heading changes, tension  on the controls, misinterpretation of the heading  indicator (and correcting in the wrong direction),  failure to appreciate changing effectiveness of rudder  control as the aircraft accelerates, and other factors. If  heading changes are observed and corrected instantly  with small movement of the rudder pedals, swerving  tendencies can be reduced.  6.  Failure to maintain attitude after becoming airborne.  If the pilot reacts to seat-of-the-pants sensations when  the airplane lifts off, pitch control is guesswork.  The pilot may either allow excessive pitch or apply  excessive forward elevator pressure, depending on the  reaction to trim changes.  7.  Inadequate cross-check. Fixations are likely during trim  changes, attitude changes, gear and flap retractions,  and power changes. Once an instrument or a control  input is applied, continue the cross-check and note the  effect during the next cross-check sequence.  8.  Inadequate interpretation of instruments. Failure to  understand instrument indications immediately indicates  that further study of the maneuver is necessary.  •  A reversal in flight direction. •  A descent from an initial approach fix or assigned  altitude to a permissible altitude (usually the procedure  turn altitude). •  An interception of the inbound course at a sufficient  distance allowing the aircraft to become aligned with  the final approach. 1.  Start timing at point A (usually identified on approach  procedures by a fix). For example, fly outbound on a  heading of 360° for a given time (2 minutes, in this  example).  [Figure 7-42] 2.  After flying outbound for 2 minutes (point B), turn left  45° to a heading of 315° using a standard rate turn.  After roll-out and stabilizing, fly this new heading  of 315° for 40 seconds and the aircraft will be at the  approximate position of C.  1.  Time 3 minutes straight-and-level flight from A to B.  [Figure 7-41]  During this interval, reduce airspeed to  the holding speed appropriate for the aircraft.  2.  Start a 180° standard rate turn to the right at B. Roll- out at C on the reciprocal of the heading originally  used at A.  3.  Time a 1 minute straight-and-level flight from C to D.  4.  Start a 180° standard rate turn to the right at D, rolling- out on the original heading.  5.  Fly 1 minute on the original heading, adjusting the  outbound leg so that the inbound segment is 1 minute. Flight patterns are basic maneuvers, flown by sole reference  to the instruments rather than outside visual clues, for the  purpose of practicing basic attitude flying. The patterns  simulate maneuvers encountered on instrument flights,  such as holding patterns, procedure turns, and approaches. After attaining a reasonable degree of proficiency in basic  maneuvers, apply these skills to the various combinations of  individual maneuvers. The following practice flight patterns  are directly applicable to operational instrument flying.  Procedure turn types include the 45° turn, the 80/260 turn, and  the teardrop turn. All of these turns are normally conducted no  more than 10 nautical miles (NM) from the primary airport.  The procedure turn altitude generally provides a minimum  of 1,000' obstacle clearance in the procedure turn area (not  necessarily within the 10 NM arc around the primary airport).  Turns may have to be increased or decreased but should not  exceed 30° of a bank angle. Basic Instrument Flight Patterns Racetrack Pattern Standard 45° Procedure Turn Procedure Turn A procedure turn is a maneuver that facilitates: N O TE :  This pattern is an exercise combining use of the clock  with basic maneuvers. 7-30 E  C  D  B  Star t  End  Figure 7-41. Racetrack pattern (entire pattern in level flight).