content_image/512066.jpg content_image/512065.jpg
<img src='content_image/512066.jpg'>

obtained from the attitude indicator shows the angle of the wing in relation to the horizon. 

The pilot’s seating position in the airplane is important as it affects the interpretation of outside visual references. A common problem is that a pilot may lean away from the turn in an attempt to remain in an upright position in relation to the horizon. This should be corrected immediately if the pilot is to properly learn to use visual references. [Figure 3-17] 

Because most airplanes have side-by-side seating, a pilot does not sit on the airplane’s longitudinal axis, which is where the airplane rotates in roll. The pilot sits slightly off to one side, typically the left, of the longitudinal axis. Due to parallax error, this makes the nose of the airplane appear to rise when making a left turn (due to pilot lowering in relation to the longitudinal axis) and the nose of the airplane appear to descend when making right turns (due to pilot elevating in relation to the longitudinal axis). [Figure 3-18] 

Beginning pilots should not use large aileron and rudder control inputs. This is because large control inputs produce rapid roll rates and allows little time for the pilot to evaluate and make corrections. Smaller flight control inputs result in slower roll rates and provide for more time to accurately complete the necessary pitch and bank corrections. 

Some additional considerations for initiating turns are the following: 

• If the airplane’s nose starts to move before the bank starts, the rudder is being applied too soon. 

• If the bank starts before the nose starts turning or the nose moves in the opposite direction, the rudder is being applied too late. 

• If the nose moves up or down when entering a bank, excessive or insufficient elevator back pressure is being applied. 

After the bank has been established, all flight control pressures applied to the ailerons and rudder may be relaxed or adjusted, depending on the established bank angle, to compensate for the airplane’s inherent stability or overbanking tendencies. The airplane should remain at the desired bank angle with the proper application of aileron pressures. If the desired bank angle is shallow, the pilot needs to maintain a small amount of aileron pressure into the direction of bank including rudder to compensate for yaw effects. For medium bank angles, the ailerons and rudder should be neutralized. Steep bank angles require opposite aileron and rudder to prevent the bank from steepening. 

Back pressure on the elevator should not be relaxed as the vertical component of lift must be maintained if altitude is to be maintained. Throughout the turn, the pilot should reference the natural horizon, scan for aircraft traffic, and occasionally cross- check the flight instruments to verify performance. A reduction in airspeed is the result of increased drag but is generally not significant for shallow bank angles. In steeper turns, additional 

<img src='content_image/512065.jpg'>

