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aileron by left stick. To turn right, lower right wing with right stick. Depending on bank angle and airplane engineering, at many bank angles, the airplane will continue to turn with ailerons neutralized. So the sequence should be like the following: (1) bank airplane, adding either enough power or pitching up to compensate for the loss of lift (change in vector angle of lift); (2) neutralize controls as necessary to stop bank from increasing and hold desired bank angle; (3) use the opposite stick (aileron) to return airplane to level; (4) then take that control out to again neutralize the ailerons (along with either power or pitch reduction) for level flight.  [Figure 3-10] 

A turn is the result of the following: 

• The ailerons bank the wings and so determine the rate of turn for a given airspeed. Lift is divided into both vertical and horizontal lift components as a result of the bank. The horizontal component of lift moves the airplane toward the banked direction. 

• The elevator pitches the nose of the airplane up or down in relation to the pilot and perpendicular to the wings. If the pilot does not add power, and there is sufficient airspeed margin, the pilot must slightly increase the pitch to increase wing lift enough to replace the wing lift being diverted into turning force so as to maintain the current altitude. 

• The vertical fin on an airplane does not produce lift. Rather the vertical fin on an airplane is a stabilizing surface and produces no lift if the airplane is flying 

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straight ahead. The vertical fin’s purpose is to keep the aft end of the airplane behind the front end. 

• The throttle provides thrust which may be used for airspeed to tighten the turn. 

• The pilot uses the rudder to offset any adverse yaw developed by wing’s differential lift and the engine/ propeller. The rudder does not turn the airplane. The rudder is used to maintain coordinated flight. 

For purposes of this discussion, turns are divided into three classes: shallow, medium, and steep. 

• Shallow turns—bank angle is approximately 20° or less. This shallow bank is such that the inherent lateral stability of the airplane slowly levels the wings unless aileron pressure in the desired direction of bank is held by the pilot to maintain the bank angle. 

• Medium turns—result from a degree of bank between approximately 20° to 45°. At medium bank angles, the airplane’s inherent lateral stability does not return the wings to level flight. As a result, the airplane tends to remain at a constant bank angle without any flight control pressure held by the pilot. The pilot neutralizes the aileron flight control pressure to maintain the bank. 

• Steep turns—result from a degree of bank of approximately 45° or more. The airplane continues in the direction of the bank even with neutral flight controls unless the pilot provides opposite flight control aileron pressure to prevent the airplane from overbanking. The amount of opposite flight control pressures is dependent on various factors, such as bank angle and airspeed. In general, a noticeable level of opposite aileron flight control pressure is required by the pilot to prevent overbanking. 

When an airplane is flying straight and level, the total lift is acting perpendicular to the wings and to the Earth. As the airplane is banked into a turn, total lift is the resultant of two components: vertical and horizontal. [Figure 3-11]  The vertical lift component continues to act perpendicular to the Earth and opposes gravity. The horizontal lift component acts parallel to the Earth’s surface opposing centrifugal force. These two lift components act at right angles to each other, causing the resultant total lifting force to act perpendicular to the banked wing of the airplane. It is the horizontal lift component that begins to turn the airplane and not the rudder. 

In constant altitude, constant airspeed turns, it is necessary to increase the AOA of the wing when rolling into the turn by increasing back pressure on the elevator, as well as the addition of power to counter the loss of speed due to increased drag. This is required because total lift has 

