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To understand the relationship between airspeed, bank, and radius of turn, it should be noted that the rate of turn at any given true airspeed depends on the horizontal lift component. The horizontal lift component varies in proportion to the amount of bank. Therefore, the rate of turn at a given true airspeed increases as the angle of bank is increased. On the other hand, when a turn is made at a higher true airspeed at a given bank angle, the inertia is greater and the horizontal lift component required for the turn is greater causing the turning rate to become slower. Therefore, at a given angle of bank, a higher true airspeed makes the radius of turn larger because the aircraft is turning at a slower rate. [Figure 6-12] 

When changing from a shallow bank to a medium bank, the airspeed of the wing on the outside of the turn increases in relation to the inside wing as the radius of turn decreases. The additional lift developed because of this increase in speed of the wing balances the inherent lateral stability of the aircraft. At any given airspeed, roll pressure is not required to maintain the bank. If the bank is allowed to increase from a medium to a steep bank, the radius of turn decreases further. 

A steep bank is similar to a medium bank but all factors increase. Roll and pitch control pressures must increase, throttle must increase further to maintain altitude, and the G forces increase significantly. Students should build up to steep banked turns gradually after perfecting shallow 

and medium banked turns. Do not exceed the bank angle limitation in the Pilot’s Operating Handbook (POH). 

The pilot’s posture while seated in the aircraft is very important, particularly during turns. It affects the interpretation of outside visual references. Pilots should not lean away from the turn in an attempt to remain upright in relation to the ground rather than ride with the aircraft. This should be a habit developed early so that the pilot can properly learn to use visual references. 

Beginning students should not use large control applications because this produces a rapid roll rate and allows little time for corrections before the desired bank is reached. Slower (small control displacement) roll rates provide more time to make necessary pitch and bank corrections. As soon as the aircraft rolls from the wings-level attitude, the nose should also start to move along the horizon, increasing its rate of travel proportionately as the bank is increased. 

The following variations provide excellent guides. If the nose moves up or down when entering a bank, excessive or insuffi cient pitch control is being applied. During all turns, the controls are used to correct minor variations as they are in straight-and-level fl ight. 

