An aircraft begins a turn from a heading of 030° to a heading of 120°. With the given airspeed, a standard rate turn has yielded a 15° bank. The pilot wants to begin a smooth coordinated roll-out to the desired heading when the heading indicator displays approximately 112°. The necessary calculations are: 

15° bank (standard rate) ÷ 2 = 7.5° 120° – 7.5° = 112.5° 

By utilizing this technique, the pilot is better able to judge if any modifications need to be made to the amount of lead once the amount of over- or undershooting is established. 

## Timed Turns 

Timed turns to headings are performed in the same fashion with an EFD as with an analog equipped aircraft. The instrumentation used to perform this maneuver is the turn rate indicator as well as the clock. The purpose of this maneuver is to allow the pilot to gain proficiency in scanning as well as to further develop the pilot’s ability to control the aircraft without standard instrumentation. 

Timed turns become essential when controlling the aircraft with a loss of the heading indicator. This may become necessary due to a loss of the AHRS unit or the magnetometer. In any case, the magnetic compass is still available for navigation. The reason for timed turns instead of magnetic compass turns is the simplicity of the maneuver. Magnetic compass turns require the pilot to take into account various errors associated with the compass; timed turns do not. 

Prior to initiating a turn, determine if the standard rate indication on the turn rate indicator actually delivers a 3 degrees per second turn. To accomplish this, a calibration must be made. Establish a turn in either direction at the indicated standard rate. Start the digital timer as the compass rolls past a cardinal heading. Stop the timer once the compass card rolls through another cardinal heading. Roll wings level and compute the rate of turn. If the turn rate indicator is calibrated and indicating correctly, 90° of heading change should take 30 seconds. If the time taken to change heading by 90° is more or less than 30 seconds, then a deflection above or below the standard rate line needs to be made to compensate for the difference. Once the calibration has been completed in one direction, proceed to the opposite direction. When both directions have been calibrated, apply the calibrated calculations to all timed turns. 

In order to accomplish a timed turn, the amount of heading change needs to be established. For a change in heading from 120° to a heading of 360°, the pilot calculates the difference and divides that number by 3. In this case, 120° divided by 3° per second equals 40 seconds. This means that it would 

take 40 seconds for an aircraft to change heading 120° if that aircraft were held in a perfect standard rate turn. Timing for the maneuver should start as the aircraft begins rolling into the standard rate turn. Monitor all flight instruments during this maneuver. The primary pitch instrument is the altimeter. The primary power instrument is the ASI and the primary bank instrument is the turn rate indicator. 

Once the calculated time expires, start a smooth coordinated roll-out. As long as the pilot utilizes the same rate of roll-in as roll-out, the time it takes for both will not need to be included in the calculations. With practice, the pilot should level the wings on the desired heading. If any deviation has occurred, make small corrections to establish the correct heading. 

## Compass Turns 

The magnetic compass is the only instrument that requires no other source of power for operation. In the event of an AHRS or magnetometer failure, the magnetic compass is the instrument the pilot uses to determine aircraft heading. For a more detailed explanation on the use of the magnetic compass, see page 7-21. 

## Steep Turns 

For the purpose of instrument flight training, a steep turn is defined as any turn in excess of standard rate. A standard rate turn is defined as 3 degrees per second. The bank angle that equates to a turn rate of 3 degrees per second varies according to airspeed. As airspeed increases, the bank angle must be increased. The exact bank angle that equates to a standard rate turn is unimportant. Normal standard rate turn bank angles range from 10° to 20°. The goal of training in steep turn maneuvers is pilot proficiency in controlling the aircraft with excessive bank angles. 

Training in excessive bank angles challenges the pilot in honing cross-checking skills and improves altitude control throughout a wider range of flight attitudes. Although the current instrument flight check practical test standards (PTS) do not call for a demonstration of steep turns on the certification check flight, this does not eliminate the need for the instrument pilot-in-training to demonstrate proficiency to an instructor. 

Training in steep turns teaches the pilot to recognize and to adapt to rapidly changing aerodynamic forces that necessitate an increase in the rate of cross-checking all flight instruments. The procedures for entering, maintaining, and exiting a steep turn are the same as for shallower turns. Proficiency in instrument cross-check and interpretation is increased due to the higher aerodynamic forces and increased speed at which the forces are changing. 

