XPDR 5537 IDNT LCL23:00:34 VOR 1 270 ° 2 1 1 2 3 300 3 200 3 100 4 000 2 900 2 800 2300 60 20 3 000 130 120 110 90 80 70 1 100 9 TAS 100KT 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° MAP - NAVIGATION MAP ADF/DME MSG D195I D212I A212I HDG UP 10 NM Left wingtip Right wingtip It is possible to maintain straight flight by simply exerting the  necessary pressure with the ailerons or rudder independently  in the desired direction of correction. However, the practice  of using the ailerons and rudder independently is not correct  and makes precise control of the airplane difficult. The correct  bank flight control movement requires the coordinated use of  ailerons and rudder. Straight-and-level flight requires almost  no application of flight control pressures if the airplane is  properly trimmed and the air is smooth. For that reason,  the pilot must not form the habit of unnecessarily moving  the flight controls. The pilot must learn to recognize when  corrections are necessary and then to make a measured flight  control response precisely, smoothly, and accurately. In learning to control the airplane in level flight, it is  important that the pilot be taught to maintain a light touch  on the flight controls using fingers rather than the common  problem of a tight-fisted palm wrapped around the flight  controls. The pilot should exert only enough pressure on the  flight controls to produce the desired result. The pilot should  learn to associate the apparent movement of the references  with the control pressures which produce attitude movement.  As a result, the pilot can develop the ability to adjust the  change desired in the airplane’s attitude by the amount and  direction of pressures applied to the flight controls without the  pilot excessively referring to instrument or outside references  for each minor correction. Pilots may tend to look out to one side continually, generally  to the left due to the pilot’s left seat position and consequently  focus attention in that direction. This not only gives a restricted  angle from which the pilot is to observe but also causes the  pilot to exert unconscious pressure on the flight controls in  that direction. It is also important that the pilot not fixate in  any one direction and continually scan outside the airplane,  not only to ensure that the airplane’s attitude is correct, but  also to ensure that the pilot is considering other factors for safe  flight. Continually observing both wingtips has advantages  other than being the only positive check for leveling the wings.  This includes looking for aircraft traffic, terrain and weather  influences, and maintaining overall situational awareness. The pitch attitude for level flight is first obtained by the pilot  being properly seated, selecting a point toward the airplane’s  nose as a reference, and then keeping that reference point in a  fixed position relative to the natural horizon.  [Figure 3-8]  The  principles of attitude flying require that the reference point  to the natural horizon position should be cross-checked  against the flight instruments to determine if the pitch attitude  is correct. If not, such as trending away from the desired  altitude, the pitch attitude should be readjusted in relation  to the natural horizon and then the flight instruments cross- checked to determine if altitude is now being corrected or  maintained. In level flight maneuvers, the terms “increase  Figure 3-7.  Wingtip reference for straight-and-level flight. Level Flight 3-8