XPDR 5537 IDNT LCL23:00:34  270 °  2  1  1  2  4300  4200  4100  3900  3900  3800  4300  3600  3500  3400  3300  3200  3100  20 80 4000 4000  130  120 110 90 80 70  1 100 9 TAS 100KT OAT 7°C  ALERTS  NAV1 117.60 117.90 NAV2 117.90 117.60 132.675 120.000 COM1 118.525 132.900 COM2 $_{WPT }$_ _ _ _ _ _$_{ DIS }$_ _ ._ $_{NM}$ $_{DTK }$_ _ _$_{°}$ TRK 360° NAV1 117.60 117.90 NAV2 117.90 117.60 132.675 120.000 COM1 118.525 132.900 COM2 $_{WPT }$_ _ _ _ _ _$_{ DIS }$_ _ ._ $_{NM}$ $_{DTK }$_ _ _$_{°}$ TRK 360° MAP - NAVIGATION MAP  VOR 1  DME TUNING  DME MODE NAV1  Course deviation indicator NAV controls COM frequency window NAV frequency window COM controls Com section audio panel NAV section audio panel DME tuning window Glideslope/vertical guidance indicator Moving map VOR GPS/NDB Figure 6-27.  Navigation instruments. familiar with the approximate pitch and power changes  necessary to establish a specified attitude. Another important step in attitude instrument flying is  trimming the aircraft. Trim is utilized to eliminate the need  to apply force to the control yoke in order to maintain the  desired attitude. When the aircraft is trimmed appropriately,  the pilot is able to relax pressure on the control yoke and  momentarily divert attention to another task at hand without  deviating from the desired attitude. Trimming the aircraft is  very important, and poor trim is one of the most common  errors instructors note in instrument students.  Once the initial attitude changes have been made, the pilot  should verify the performance of the aircraft. Cross-checking  the control and performance instruments requires the pilot  to visually scan the instruments, as well as interpret the  indications. All the instruments must be utilized collectively  in order to develop a full understanding of the aircraft attitude.  During the cross-check, the pilot needs to determine the  magnitude of any deviations and determine how much of a  change is required. All changes are then made based on the  control instrument indications. The final step in the process is adjusting for any deviations  that have been noted during the cross-check. Adjustments  should be made in small increments. The attitude indicator  and the power instruments are graduated in small increments  to allow for precise changes to be made. The pitch should be  made in reference to bar widths on the miniature airplane.  The bank angle can be changed in reference to the roll scale  and the power can be adjusted in reference to the tachometer,  manifold pressure gauge, etc. Precise bank control can be developed utilizing the roll  pointer in conjunction with the roll index displayed on the  attitude indicator. The roll index is sectioned by hash marks at  0°, 10°, 20°, 30°, 45°, 60° and the horizon line, which depicts  90° of bank.  [Figure 6-29]  The addition of the 45° hash mark  is an improvement over conventional attitude indicators.  The pitch control is indicated on the attitude indicator,which  spans the full width of the PFD. Due to the increased size  of the display, minute changes in pitch can be made and  corrected. The pitch scale on the attitude indicator is graduated  in 5-degree increments that allow the pilot to make corrections  with precision to approximately  1 ⁄2 degree. The miniature  airplane utilized to represent the aircraft in conventional  attitude indicators is replaced in glass panel displays by a  yellow chevron.  [Figure 6-28]  Representing the nose of the  aircraft, the point of the chevron affords the pilot a much  more precise indication of the degree of pitch and allows  the pilot to make small, precise changes should the desired  aircraft performance change. When the desired performance  is not being achieved, precise pitch changes should be made  by referencing the point of the yellow chevron. In attitude instrument flight, the four-step process is used to  control pitch attitude, bank attitude, and power application of  the aircraft. The EFD displays indications precisely enough  that a pilot can apply control more accurately.  By utilizing these four steps, pilots can better manage the  attitude of their aircraft. One common error associated with  this process is making a larger than necessary change when  a deviation is noted. Pilots need to become familiar with the  aircraft and learn how great a change in attitude is needed to  produce the desired performance. Trim Applying the Four-Step Process Pitch Control Cross-Check Adjust Bank Control 6-20