to the desired pitch attitude that equates to the desired vertical  speed rate. The primary instrument for pitch during the initial  portion of the maneuver is the ASI until the vertical speed  rate stabilizes and then the VSI tape becomes primary. The  ASI then becomes the primary instrument for power. If any  deviation from the desired vertical speed is noted, small  pitch changes will be required in order to achieve the desired  vertical speed.  [Figure 7-65] When making changes to compensate for deviations in  performance, pitch, and power, pilot inputs need to be  coordinated to maintain a stable flight attitude. For instance,  if the vertical speed is lower than desired but the airspeed  is correct, an increase in pitch momentarily increases the  vertical speed. However, the increased drag quickly starts  to degrade the airspeed if no increase in power is made. A  change to any one variable mandates a coordinated change  in the other. Conversely, if the airspeed is low and the pitch is high, a  reduction in the pitch attitude alone may solve the problem.  Lower the nose of the aircraft very slightly to see if a power  reduction is necessary. Being familiar with the pitch and  power settings for the aircraft aids in achieving precise  attitude instrument flying. Leveling off from a climb requires a reduction in the pitch  prior to reaching the desired altitude. If no change in pitch  is made until reaching the desired altitude, the momentum  of the aircraft causes the aircraft to continue past the desired  altitude throughout the transition to a level pitch attitude. The  amount of lead to be applied depends on the vertical speed  rate. A higher vertical speed requires a larger lead for level  off. A good rule of thumb to utilize is to lead the level off  by 10 percent of the vertical speed rate (1,000 fpm ÷ 10 =  100 feet lead).  To level off at the desired altitude, refer to the attitude display  and apply smooth forward elevator pressure toward the desired  level pitch attitude while monitoring the VSI and altimeter  tapes. The rates should start to slow and airspeed should  begin to increase. Maintain the climb power setting until the  airspeed approaches the desired cruise airspeed. Continue to  monitor the altimeter to maintain the desired altitude as the  airspeed increases. Prior to reaching the cruise airspeed, the  power must be reduced to avoid overshooting the desired  speed. The amount of lead time that is required depends on  the speed at which the aircraft accelerates. Utilization of the  airspeed trend indicator can assist by showing how quickly  the aircraft will arrive at the desired speed. Leveling Off XPDR 5537 IDNT LCL10:12:34  INSET  PFD  CDI  XPDR  IDENT  TMR/REF  NRST  ALERTS  5 338  $_{1}$1652  200  46  13.7  2300  23.0  VOR 1 270 °  2  1  1  2  200  5200  5100  5000  4900  4800  4700  4600  3600  3500  3400  3300  3200  3100  80 40 4960 5000  150  140 130 110 100 90  1 120 9 TAS 116KT  OAT 6°C  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° Supporting pitch and bank Supporting pitch until  desired vertical speed is achieved, then it becomes the primary instrument for pitch.  Primary bank Primary for pitch until  desired vertical speed  is achieved. Then airspeed becomes primary for power. Figure 7-65.  Constant rate climbs. 7-48