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divide the airspeed by 10 and add one-half the result. For example, at 100 knots, approximately 15° of bank is required (100 ÷ 10 = 10 + 5 = 15); at 120 knots, approximately 18° of bank is needed for a standard rate turn. 

On the roll-in, use the attitude indicator to establish the approximate angle of bank, and then check the turn coordinator’s miniature aircraft for a standard rate turn indication or the aircraft’s turn-and-bank indicator. Maintain the bank for this rate of turn, using the turn coordinator’s miniature aircraft as the primary bank reference and the attitude indicator as the supporting bank instrument. [Figure 7-33] Note the exact angle of bank shown on the banking scale of the attitude indicator when the turn coordinator indicates a standard rate turn. 

During the roll-in, check the altimeter, VSI, and attitude indicator for the necessary pitch adjustments as the vertical lift component decreases with an increase in bank. If constant airspeed is to be maintained, the ASI becomes primary for power, and the throttle must be adjusted as drag increases. As the bank is established, trim off the pressures applied during pitch and power changes. 

To recover to straight-and-level flight, apply coordinated aileron and rudder pressures opposite to the direction of the turn. Strive for the same rate of roll-out used to roll into the turn; fewer problems are encountered in estimating the lead necessary for roll-out on exact headings, especially on 

partial panel maneuvers. Upon initiation of the turn recovery, the attitude indicator becomes the primary bank instrument. When the airplane is approximately level, the heading indicator is the primary bank instrument as in straight-and- level flight. Pitch, power, and trim adjustments are made as changes in vertical lift component and airspeed occur. The ball should be checked throughout the turn, especially if control pressures are held rather than trimmed off. 

Some airplanes are very stable during turns, requiring only slight trim adjustments that permit hands-off flight while the airplane remains in the established attitude. Other airplanes require constant, rapid cross-check and control during turns to correct overbanking tendencies. Due to the interrelationship of pitch, bank, and airspeed deviations during turns, cross-check must be fast in order to prevent an accumulation of errors. 

## Turns to Predetermined Headings 

As long as an airplane is in a coordinated bank, it continues to turn. Thus, the roll-out to a desired heading must be started before the heading is reached. The amount of lead varies with the relationship between the rate of turn, angle of bank, and rate of recovery. For small heading changes, use a bank angle that does not exceed the number of degrees to be turned. Lead the desired heading by one-half the number of degrees of bank used. For example, if a 10° bank is used during a change in heading, start the roll-out 5 degrees before reaching the desired heading. For larger changes in heading, the amount 

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