30.0  29.9  29.8  Supporting power Primary pitch Supporting pitch and bank Supporting bank Primary bank Supporting pitch Primary power Figure 7-24.  Straight-and-level flight (reduced airspeed stabilized). the movement of the throttle, the change in sound, and the  changes in the feel of control pressures.  As thrust decreases, increase the speed of the cross-check  and be ready to apply left rudder, back-elevator, and aileron  control pressure the instant the pitch-and-bank instruments  show a deviation from altitude and heading. As proficiency  is obtained, a pilot learns to cross-check, interpret, and  control the changes with no deviation of heading and  altitude. Assuming smooth air and ideal control technique  as airspeed decreases, a proportionate increase in airplane  pitch attitude is required to maintain altitude. Similarly,  effective torque control means counteracting yaw with  rudder pressure.  As the power is reduced, the altimeter is primary for  pitch, the heading indicator is primary for bank, and the  manifold pressure gauge is momentarily primary for power  (at 15 "Hg in this example). Control pressures should be  trimmed off as the airplane decelerates. As the airspeed  approaches the desired airspeed of 100 knots, the manifold  pressure is adjusted to approximately 18 "Hg and becomes  the supporting power instrument. The ASI again becomes  primary for power.  [Figure 7-24] Practice of airspeed changes in straight-and-level flight provides  an excellent means of developing increased proficiency in all  three basic instrument skills and brings out some common  For example, assume that in straight-and-level flight  instruments indicate 120 knots with power at 23 "Hg/2,300  revolutions per minute (rpm), gear and flaps up. After  reduction in airspeed, with gear and flaps fully extended,  straight-and-level flight at the same altitude requires 25 "Hg  manifold pressure/2,500 rpm. Maximum gear extension  speed is 115 knots; maximum flap extension speed is 105  Control technique varies according to the lift and drag  characteristics of each airplane. Accordingly, knowledge of  the power settings and trim changes associated with different  combinations of airspeed, gear, and flap configurations  reduces instrument cross-check and interpretation problems.  Sudden and exaggerated attitude changes may be necessary  in order to maintain straight-and-level flight as the landing  gear is extended and the flaps are lowered in some airplanes.  The nose tends to pitch down with gear extension, and when  flaps are lowered, lift increases momentarily (at partial flap  settings) followed by a marked increase in drag as the flaps  near maximum extension.  errors to be expected during training in straight-and-level flight.  Having learned to control the airplane in a clean configuration  (minimum drag conditions), increase proficiency in cross- check and control by practicing speed changes while extending  or retracting the flaps and landing gear. While practicing, be  sure to comply with the airspeed limitations specified in the  POH/AFM for gear and flap operation.  Airspeed Changes in Straight-and-Level Flight 7-11