7.  Uncoordinated use of pitch and power during level  offs. During level offs, both pitch and power settings  need to be made in unison in order to achieve the  desired results. If pitch is increased before adding  power, additional drag is generated thereby reducing  airspeed below the desired value. 8.  Failure to utilize supporting pitch instruments leads to  chasing the VSI. Always utilize the attitude indicator  as the control instrument on which to change the pitch. 9.  Failure to determine a proper lead time for level off  from a climb or descent. Waiting too long can lead to  overshooting the altitude. 10. Ballooning—Failure to maintain forward control  pressure during level off as power is increased.  Additional lift is generated causing the nose of the  aircraft to pitch up. The previous sections have addressed flying straight-and- level as well as climbs and descents. However, attitude  instrument flying is not accomplished solely by flying  in a straight line. At some point, the aircraft needs to be  turned to maneuver along victor airways, global positioning  system (GPS) courses, and instrument approaches. The  key to instrument flying is smooth, controlled changes to  pitch and bank. Instrument flying should be a slow but  deliberate process that takes the pilot from departure airport  to destination airport without any radical flight maneuvers. A turn to specific heading should be made at standard rate.  Standard rate is defined as a turning rate of 3 degrees per  second, which yields a complete 360° turn in 2 minutes.  A turning rate of 3 degrees per second allows for a timely  heading change, as well as allowing the pilot sufficient time to  cross-check the flight instruments and avoid drastic changes  to the aerodynamic forces being exerted on the aircraft. At no  time should the aircraft be maneuvered faster than the pilot  is comfortable cross-checking the flight instruments. Most  autopilots are programmed to turn at standard rate.  on the HSI, to determine if that bank angle is sufficient to  deliver a standard rate turn. Slight modifications may need  to be made to the bank angle in order to achieve the desired  performance. The primary bank instrument in this case is the  turn rate indicator since the goal is to achieve a standard rate  turn. The turn rate indicator is the only instrument that can  specifically indicate a standard rate turn. The attitude indicator  is used only to establish a bank angle (control instrument) but  can be utilized as a supporting instrument by cross-checking  the bank angle to determine if the bank is greater or less than  what was calculated. As the aircraft rolls into the bank, the vertical component  of lift begins to decrease.  [Figure 7-67]  As this happens,  additional lift must be generated to maintain level flight.  Apply aft control pressure on the yoke sufficient to stop any  altitude loss trend. With the increase in lift that needs to be  generated, additional induced drag is also generated. This  additional drag causes the aircraft to start to decelerate. To  counteract this, apply additional thrust by adding power to the  power lever. Once altitude and airspeed is being maintained,  utilize the trim wheel to eliminate any control forces that need  to be held on the control column.  When rolling out from a standard rate turn, the pilot needs  to utilize coordinated aileron and rudder and roll-out to a  wings level attitude utilizing smooth control inputs. The  roll-out rate should be the same as the roll-in rate in order to  estimate the lead necessary to arrive at the desired heading  without over- or undershooting.  During the transition from the turn back to straight flight, the  attitude indicator becomes the primary instrument for bank.  Once the wings are level, the heading indicator becomes  the primary instrument for bank. As bank decreases, the  vertical component increases if the pitch attitude is not  decreased sufficiently to maintain level flight. An aggressive  cross-check keeps the altimeter stationary if forward control  pressure is applied to the control column. As the bank angle is  decreased, the pitch attitude should be decreased accordingly  in order to arrive at the level pitch attitude when the aircraft  reaches zero bank. Remember to utilize the trim wheel to  eliminate any excess control forces that would otherwise  need to be held.  In order to initiate a standard rate turn, approximate the  bank angle and then establish that bank angle on the attitude  indicator. A rule of thumb to determine the approximate angle  of bank is to use 15 percent of the true airspeed. A simple  way to determine this amount is to divide the airspeed by  10 and add one-half the result. For example, at 100 knots,  approximately 15° of bank is required (100/10 = 10 + 5 =  15); at 120 knots, approximately 18° of bank is needed for a  standard-rate turn. Cross-check the turn rate indicator, located  Turns Standard Rate Turns Establishing A Standard Rate Turn Common Errors 1.  One common error associated with standard rate turns  is due to pilot inability to hold the appropriate bank  angle that equates to a standard rate. The primary bank  instrument during the turn is the turn rate indicator;  however, the bank angle varies slightly. With an  7-51