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and opposes inertia (apparent 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 aircraft. It is the horizontal lift component that actually turns the WSC aircraft. [Figure 6-10] 

Shallow turns are accomplished by moving the control bar to the side slightly, waiting for the wing to roll the desired amount, and then releasing the side pressure on the control bar back to the center position. The WSC aircraft will stabilize in the turn with no control pressures required. During a shallow turn there is no significant increase in airspeed or G forces that can easily be noticed by the student. [Figure 6-11]  Once a shallow turn is initiated, it is a good practice to be stabilized at a constant bank and then exit to a predetermined heading. To exit the shallow turn, opposite sideways pressure must be put on the control bar to bring the WSC aircraft back to level fl ight. 

For higher banked turns, the entry speed should be well above 1.3 times the stall speed, which increases signifi cantly in higher banked turns. As an example, at least 1.5 times the stall speed should be the entry speed for a 40 degree banked turn to maintain the 1.3 times the stall speed safety margin. Wings with a trim speed of 1.3 times the stall speed require an increase in speed slightly. In all constant altitude, constant airspeed turns, it is necessary to increase the angle of attack of the wing when rolling into the turn by pushing out on the control bar. This is required because part of the vertical lift has been diverted to horizontal lift. Thus, the total lift must be increased to compensate for this loss. Similarly, the throttle must be increased to maintain the same altitude in steeper banks. 

The additional load or G force in a medium banked turn is felt as the pilot is pushed down on the seat with enough force for this effect to be noticed. After the bank has been established in a medium turn, all side-to-side roll pressure applied may be relaxed, but forward pressure to maintain a higher angle of attack is still necessary in a steeper bank. The WSC aircraft remains at the selected bank with no further tendency to roll back to level since all the forces are equalized. 

During the turn, roll, pitch, and throttle controls are adjusted to maintain the desired bank angle, speed, and level altitude. Coordinated flight is the coordination of the three controls to achieve a smooth turn to the desired bank angle while maintaining a constant speed and altitude. 

The roll-out from a turn is similar to the roll-in, except fl ight controls are applied in the opposite direction. As the angle of bank decreases, the pitch pressure should be relaxed as necessary to maintain speed and the throttle decreased to maintain altitude. 

Since the aircraft continues turning as long as there is any bank, the rollout must be started before reaching the desired heading. The amount of lead required to roll-out of the desired heading depends on the degree of bank used in the turn. Normally, the lead is one-half the degrees of bank. For example, if the bank is 30°, lead the rollout by 15°. As the wings become level, the control pressures should be smoothly relaxed so that the controls are neutralized as the aircraft returns to straight-and-level flight. As the rollout is being completed, attention should be given to outside visual references to determine that the wings are being leveled and the turn stopped. 

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