270 °  2  1  1  2  4 300  4 200  4 100  4 000  3 900  3 800  4300  3600  3500  3400  3300  3200  60 20 040 4 000  130  120 110 90 80 70  1 100 9 TAS 100KT  XPDR 5537 IDNT LCL23:00:34  VOR 1 270 °  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 106KT  OAT 7°C  NAV1 108.00 113.00 NAV2 108.00 110.60 134.000 118.000 COM1 123.800 118.000 COM2 $_{WPT }$_ _ _ _ _ _$_{ DIS }$_ _ ._ $_{NM DTK }$_ _ _$_{°T TRK}$ 360°T 0°  10°  20°  30°  45°  60°  Figure 6-29.  Bank indicator index lines. Figure 4-25. In addition to the roll index, the instrument pilot utilizes  the turn rate indicator to maintain the aircraft in a standard  rate turn (3° per second). Most instrument maneuvers can  be done comfortably, safely, and efficiently by utilizing a  standard rate turn.  The power instruments indicate how much power is being  generated by the engine. They are not affected by turbulence,  improper trim, or control pressures. All changes in power  should be made with reference to power instruments and  cross-checked on performance instruments. Power control needs to be learned from the beginning of  flight training. Attitude instrument flying demands increased  precision when it comes to power control. As experience  increases, pilots begin to know approximately how much  change in throttle position is required to produce the desired  change in airspeed. Different aircraft demand differing  amounts of throttle change to produce specific performance.  It is imperative that the pilot make the specific changes on the  power instruments and allow the performance to stabilize.  Avoid the tendency to overcontrol.  One common error encountered with glass panel displays  is associated with the precision of the digital readouts.  This precision causes pilots to focus too much attention on  establishing the exact power setting.  Control and power instruments are the foundation for precise  attitude instrument flying. The keys to attitude instrument  flying are establishing the desired aircraft attitude on the  attitude indicator and selecting the desired engine output on  the power instruments. Cross-checking is the vital ingredient  in maintaining precise attitude instrument flight. The second method for performing attitude instrument  flight is a direct extension of the control/power method.  By utilizing the primary and supporting flight instruments  in conjunction with the control and power instruments, the  pilot can precisely maintain aircraft attitude. This method  utilizes the same instruments as the control/power method;  however, it focuses more on the instruments that depict the  most accurate indication for the aspect of the aircraft attitude  being controlled. The four key elements (pitch, bank, roll,  and trim) are discussed in detail. Similar to the control/power method, all changes to aircraft  attitude need to be made using the attitude indicator and the  power instruments (tachometer, manifold pressure gauge,  etc.). The following explains how each component of the  aircraft attitude is monitored for performance. 6-21 Attitude Instrument Flying—Primary and  Supporting Method Power Control Figure 6-28.  The chevron’s relationship to the horizon line indicates the pitch of the aircraft.$^{VOR 1}$ Figure 4-24. Pitch Control 