XPDR 5537 IDNT LCL10:12:34  INSET  PFD  CDI  XPDR  IDENT  TMR/REF  NRST  ALERTS  VOR 1 305 °  2  1  1  2  4300  4200  4100  4000  3900  3800  3700  3600  3500  3400  3300  3200  3100  20 80 4000 4000  150  140 130 110 100 90  1 120 9 TAS 126KT  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° Primary bank initially  supporting pitch Supporting pitch Primary bank Primary pitch Primary bank as turn is established Primary power Figure 7-67.  Standard rate turn—constant airspeed. aggressive cross-check, a pilot should be able to  minimize errors arising from over- or underbanking. EFDs allow the pilot to better utilize all instrumentatio n during  all phases of attitude instrument flying by  consolidating all  traditional instrumentation onto the PFD. The  increased size  of the attitude indicator, which stretches the entire  width of  the PFD, allows the pilot to maintain better pitch control  while the introduction of the turn rate indicator  positioned directly on the compass rose aids the pilot in  determining when to begin a roll-out for the desired heading.  When determining what bank angle to utilize when m aking a  heading change, a general rule states that for a small  heading  change, do not use a bank angle that is greater than  the total  number of degrees of change needed. For instan ce, if a  heading change of 20° is needed, a bank angle of  not more  than 20° is required. Another rule of thumb that better  defines  the bank angle is half the total number of degrees of  heading  change required, but never greater than standard  rate. The  exact bank angle that equates to a standard rate turn varies  due to true airspeed. With this in mind and the angle of bank calculated, the n ext step  is determining when to start the roll-out process. For e xample: Turning the aircraft is one of the most basic maneuvers that a  pilot learns during initial flight training. Learning to control  the aircraft, maintaining coordination, and smoothly rolling  out on a desired heading are all keys to proficient attitude  instrument flying. Turns to Predetermined Headings 2.  Another error normally encountered during standard  rate turns is inefficient or lack of adequate cross- checking. Pilots need to establish an aggressive  cross-check in order to detect and eliminate all  deviations from altitude, airspeed, and bank angle  during a maneuver. 3.  Fixation is a major error associated with attitude  instrument flying in general. Pilots training for their  instrument rating tend to focus on what they perceive  to be the most important task at hand and abandon  their cross-check by applying all of their attention to  the turn rate indicator. A modified radial scan works  well to provide the pilot with adequate scanning of all  instrumentation during the maneuver. 7-52