nose and tail of the aircraft track along the same path. If no rudder is used in a turn, the nose of the aircraft yaws to the outside of the turn. The rudder is used rolling into the turn to bring the nose back in line with the relative wind. Once in the turn, the rudder should not be needed. 

An aircraft is not steered like a boat or an automobile. In order for an aircraft to turn, it must be banked. If it is not banked, there is no force available to cause it to deviate from a straight flight path. Conversely, when an aircraft is banked, it turns provided it is not slipping to the inside of the turn. Good directional control is based on the fact that the aircraft attempts to turn whenever it is banked. Pilots should keep this fact in mind when attempting to hold the aircraft in straight-and-level flight. 

Merely banking the aircraft into a turn produces no change in the total amount of lift developed. Since the lift during the bank is divided into vertical and horizontal components, the amount of lift opposing gravity and supporting the aircraft’s weight is reduced. Consequently, the aircraft loses altitude unless additional lift is created. This is done by increasing the AOA until the vertical component of lift is again equal to the weight. Since the vertical component of lift decreases as the bank angle increases, the AOA must be progressively increased to produce sufficient vertical lift to support the aircraft’s weight. An important fact for pilots to remember when making constant altitude turns is that the vertical component of lift must be equal to the weight to maintain altitude. 

At a given airspeed, the rate at which an aircraft turns depends upon the magnitude of the horizontal component of lift. It is found that the horizontal component of lift is proportional to the angle of bank—that is, it increases or decreases respectively as the angle of bank increases or decreases. As the angle of bank is increased, the horizontal component of lift increases, thereby increasing the rate of turn (ROT). Consequently, at any given airspeed, the ROT can be controlled by adjusting the angle of bank. 

To provide a vertical component of lift sufficient to hold altitude in a level turn, an increase in the AOA is required. Since the drag of the airfoil is directly proportional to its AOA, induced drag increases as the lift is increased. This, in turn, causes a loss of airspeed in proportion to the angle of bank. A small angle of bank results in a small reduction in airspeed while a large angle of bank results in a large reduction in airspeed. Additional thrust (power) must be applied to prevent a reduction in airspeed in level turns. The required amount of additional thrust is proportional to the angle of bank. 

To compensate for added lift, which would result if the airspeed were increased during a turn, the AOA must be 

decreased, or the angle of bank increased, if a constant altitude is to be maintained. If the angle of bank is held constant and the AOA decreased, the ROT decreases. In order to maintain a constant ROT as the airspeed is increased, the AOA must remain constant and the angle of bank increased. 

An increase in airspeed results in an increase of the turn radius, and centrifugal force is directly proportional to the radius of the turn. In a correctly executed turn, the horizontal component of lift must be exactly equal and opposite to the centrifugal force. As the airspeed is increased in a constant-rate level turn, the radius of the turn increases. This increase in the radius of turn causes an increase in the centrifugal force, which must be balanced by an increase in the horizontal component of lift, which can only be increased by increasing the angle of bank. 

In a slipping turn, the aircraft is not turning at the rate appropriate to the bank being used, since the aircraft is yawed toward the outside of the turning flight path. The aircraft is banked too much for the ROT, so the horizontal lift component is greater than the centrifugal force. [Figure 5-35]  Equilibrium between the horizontal lift component and centrifugal force is reestablished by either decreasing the bank, increasing the ROT, or a combination of the two changes. 

A skidding turn results from an excess of centrifugal force over the horizontal lift component, pulling the aircraft toward the outside of the turn. The ROT is too great for the angle of bank. Correction of a skidding turn thus involves a reduction in the ROT, an increase in bank, or a combination of the two changes. 

To maintain a given ROT, the angle of bank must be varied with the airspeed. This becomes particularly important in high-speed aircraft. For instance, at 400 miles per hour (mph), an aircraft must be banked approximately 44° to execute a standard-rate turn (3° per second). At this angle of bank, only about 79 percent of the lift of the aircraft comprises the vertical component of the lift. This causes a loss of altitude unless the AOA is increased sufficiently to compensate for the loss of vertical lift. 

## Forces in Climbs 

For all practical purposes, the wing’s lift in a steady state normal climb is the same as it is in a steady level flight at the same airspeed. Although the aircraft’s flight path changed when the climb was established, the AOA of the wing with respect to the inclined flight path reverts to practically the same values, as does the lift. There is an initial momentary change as shown in Figure 5-36. During the transition from straight-and-level flight to a climb, a change in lift occurs when back elevator pressure is first applied. Raising the aircraft’s nose increases the AOA and momentarily increases 

