30.0  29.9  29.8  Supporting pitch and bank Supporting bank Primary bank Supporting pitch Primary power at 50' lead Primary power Figure 7-32.  Level off at descent airspeed. 2.  Failure to vary the rate of cross-check during  speed, power, or attitude changes or climb or  descent entries.  3.  Failure to maintain a new pitch attitude. For example,  raising the nose to the correct climb attitude, and as  the airspeed decreases, either overcontrol and further  increase the pitch attitude or allow the nose to lower.  As control pressures change with airspeed changes,  cross-check must be increased and pressures readjusted.  4.  Failure to trim off pressures. Unless the airplane is  trimmed, there is difficulty in determining whether  control pressure changes are induced by aerodynamic  changes or by the pilot’s own movements.  5.  Failure to learn and use proper power settings.  6.  Failure to cross-check both airspeed and vertical speed  before making pitch or power adjustments.  7.  Improper pitch and power coordination on slow-speed  level offs due to slow cross-check of airspeed and  altimeter indications.  8.  Failure to cross-check the VSI against the other  pitch control instruments, resulting in chasing the  vertical speed.  9.  Failure to note the rate of climb or descent to determine  the lead for level offs, resulting in overshooting or  undershooting the desired altitude.  10. Ballooning (allowing the nose to pitch up) on level  offs from descents, resulting from failure to maintain  descending attitude with forward-elevator pressure as  power is increased to the level flight cruise setting.  11. Failure to recognize the approaching straight-and-level  flight indications as level off is completed. Maintain  an accelerated cross-check until positively established  in straight-and-level flight.  Turns Standard Rate Turns A standard rate turn is one in which the pilot will do a  complete 360° circle in 2 minutes or 3 degrees per second.  A standard rate turn, although always 3 degrees per second,  requires higher angles of bank as airspeed increases. To  enter a standard rate level turn, apply coordinated aileron  and rudder pressures in the desired direction of turn. Pilots  commonly roll into turns at a much too rapid rate. During  initial training in turns, base control pressures on the rate of  cross-check and interpretation. Maneuvering an airplane faster  than the capability to keep up with the changes in instrument  indications only creates the need to make corrections.  A rule of thumb to determine the approximate angle of bank  required for a standard rate turn is to use 15 percent of the  true airspeed. A simple way to determine this amount is to  7-19