XPDR 5537 IDNT L CL23:00: 34 VOR 1  270 ° 2  1  1  2  200 4400  4300  4200  3900  4000  3900  3900  3600  3500  344000ALERTS0  3300  3200  3100  20 80 4100 4000  130  120 110 90 80 70  1 100 9 TAS 100KT  OAT 7°C  ALER T S  $_{5}$338 $_{1}$1652 200 46 13.7 2300 23.0  NAV1 108.00 113.00 NAV2 108.00 110.60 134.000 118.000 COM1 123.800 118.000 COM2 $_{WPT }$_ _ _ _ _ _$_{ DIS }$_ _ ._ $_{NM}$ $_{DTK }$_ _ _$_{°}$ TRK 360° 4100  3000  3 900  20 80 4 000 2 0 3100  4100  4 000  3900  50 00 025  200 4200  4100  4 000  75 25 050  2 0 4100  4000  3 900  00 50 4 075 200 150 140  130  1 120 9  150 14 0 13 0 11 0 100 6 115 4 150  140  130  110  100  90 1 110 9  150  140  130 11 100 90 6 105 4 XPDR 5537 IDNT LCL23: 0 0:34  VOR 1  270 ° 2  1  1  2  200 4400  4300  4200  3900  4000  3900  3900  3600  3500  3440000  3300  3200  3100  20 80 4100 4000  130  120 110 90 80 70  1 140 9 TAS 100KT  OAT 7°C  $_{5}$338 $_{1}$1652 13.7 2300 23.0  NAV1 108.00 113.00 NAV2 108.00 110.60 134.000 118.000 COM1 123.800 118.000 COM2 $_{WPT }$_ _ _ _ _ _$_{ DIS }$_ _ ._ $_{NM}$ $_{DTK }$_ _ _$_{°}$ TRK 360° A L ERTS  4100  3000  3 900  20 80 4 000  200 3100  4100  4 000  3900  50 00 025  200 4200  4100  4 000  75 25 050  200 4100  4000  3 900  00 50 4 075  200 150 140  130  1 120 9  150 14 0 13 0 11 0 100 6 125 4 150  140  130  110  100  90 1 130 9  6 135 4 100  90 Figure  7 -55. An aircraft decreasing in airspeed while gaining  altitude. In this case, the pilot has decreased pitch. 100  90  90 Figure  7-56. Figure shows both an increase in speed and altitude  where  p itch a djustment alone is insufficient. In this situation, a  reduction of power is also necessary. right.  [Figure 7-54]  The turn indicator is capable of indicating  turns up to 4 degrees per second by extending the magenta  line outward from the standard rate mark. If the rate of turn  has exceeded 4 degrees per second, the magenta line can  not precisely indicate where the heading will be in the next  6 seconds; the magenta line freezes and an arrowhead will  be displayed. This alerts the pilot to the fact that the normal  range of operation has been exceeded.  The slip/skid indicator is the small portion of the lower  segmented triangle displayed on the attitude indicator. This  instrument depicts whether the aircraft’s longitudinal axis is  aligned with the relative wind.  [Figure 7-54] The pilot must always remember to cross-check the roll index  to the roll pointer when attempting to maintain straight flight.  Any time the heading remains constant and the roll pointer and  the roll index are not aligned, the aircraft is in uncoordinated  flight. To make a correction, the pilot should apply rudder  pressure to bring the aircraft back to coordinated flight. Power produces thrust which, with the appropriate angle of  attack of the wing, overcomes the forces of gravity, drag,  and inertia to determine airplane performance. Power control must be related to its effect on altitude and  airspeed, since any change in power setting results in a change  in the airspeed or the altitude of the airplane. At any given  airspeed, the power setting determines whether the airplane  is in level flight, in a climb, or in a descent. If the power is  increased in straight-and-level flight and the airspeed held  constant, the airplane climbs; if power is decreased while  the airspeed is held constant, the airplane descends. On the  other hand, if altitude is held constant, the power applied  determines the airspeed.  The relationship between altitude and airspeed determines the  need for a change in pitch or power. If the airspeed is off the  desired value, always check the altimeter before deciding that  a power change is necessary. Think of altitude and airspeed  as interchangeable; altitude can be traded for airspeed by  lowering the nose, or convert airspeed to altitude by raising  the nose. If altitude is higher than desired and airspeed is  low, or vice versa, a change in pitch alone may return the  airplane to the desired altitude and airspeed.  [Figure 7-55]  If  both airspeed and altitude are high or if both are low, then a  change in both pitch and power is necessary in order to return  to the desired airspeed and altitude.  [Figure 7-56]  Power control and airspeed changes are much easier when  approximate power settings necessary to maintain various  airspeeds in straight-and-level flight are known in advance.  However, to change airspeed by any appreciable amount, the  common procedure is to underpower or overpower on initial  altitude and heading. When power is changed to vary airspeed  in straight-and-level flight, a single-engine, propeller-driven  airplane tends to change attitude around all axes of movement.  Therefore, to maintain constant altitude and heading, apply  various control pressures in proportion to the change in power.  When power is added to increase airspeed, the pitch instruments  indicate a climb unless forward-elevator control pressure is  applied as the airspeed changes. With an increase in power, the  airplane tends to yaw and roll to the left unless counteracting  aileron and rudder pressures are applied. Keeping ahead of  these changes requires increasing cross-check speed, which  varies with the type of airplane and its torque characteristics,  the extent of power and speed change involved.  Power Settings For changes in airspeed in straight-and-level flight, pitch, bank,  and power must be coordinated in order to maintain constant  Power Control Slip/Skid Indicator 7-39