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divided into vertical and horizontal components of lift. In order to maintain altitude, the total lift (since total lift acts perpendicular to the wing) must be increased to meet the vertical component of lift requirements (to balance weight and load factor) for level flight. 

The purpose of the rudder in a turn is to coordinate the turn. As lift increases, so does drag. When the pilot deflects the ailerons to bank the airplane, both lift and drag are increased on the rising wing and, simultaneously, lift and drag are decreased on the lowering wing. [Figure 3-12]  This increased drag on the rising wing and decreased drag on the lowering wing results in the airplane yawing opposite to the direction of turn. To counteract this adverse yaw, rudder pressure is applied simultaneously with aileron in the desired direction of turn. This action is required to produce a coordinated turn. Coordinated flight is important to maintaining control of 

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the airplane. Situations can develop when a pilot is flying in uncoordinated flight and depending on the flight control deflections, may support pro-spin flight control inputs. This is especially hazardous when operating at low altitudes, such as when operating in the airport traffic pattern. Pilots must learn to fly with coordinated control inputs to prevent unintentional loss of control when maneuvering in certain situations. 

During uncoordinated flight, the pilot may feel that they are being pushed sideways toward the outside or inside of the turn.  [Figure 3-13]  A skid is when the pilot may feel that they are being pressed toward the outside of the turn and toward the inside of the turn during a slip. The ability to sense a skid or slip is developed over time and as the “feel” of flying develops, a pilot should become highly sensitive to a slip or skid without undue reliance on the flight instruments. 

## Turn Radius 

To understand the relationship between airspeed, bank, and radius of turn, it should be noted that the rate of turn at any given true airspeed depends on the horizontal lift component. The horizontal lift component varies in proportion to the amount of bank. Therefore, the rate of turn at a given airspeed increases as the angle of bank is increased. On the other hand, when a turn is made at a higher airspeed at a given bank angle, the inertia is greater and the horizontal lift component required for the turn is greater, causing the turning rate to become slower. [Figure 3-14]  Therefore, at a given angle of bank, a higher airspeed makes the radius of turn larger because the airplane turns at a slower rate. 

As the radius of the turn becomes smaller, a significant difference develops between the airspeed of the inside wing and the airspeed of the outside wing. The wing on the outside of the turn travels a longer path than the inside wing, yet both complete their respective paths in the same unit of time. 

