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: 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] 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. 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] 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  Figure 3-15.  Overbanking tendency. Figure 3-16.  Visual reference for angle of bank. 3-14 OB S N E S W 3 33 24 21 15 12 30 6 NAV GS OB S N E S W 3 33 24 21 15 12 30 6 33 30 6 3 W E N Reference angle X P D R 5 5 3 7 I D N T L C L 2 3 : 0 0 : 3 4 VOR  1  27 0 ° 2 1 1 2 3 300 3 200 3 100 4 000 2 900 2 800 230 0 60 20 3 0 0 0 000 1 3 0 1 2 0 1 1 0 9 0 8 0 7 0 1 1 0 0 TAS 1 00 KT NAV 1 1 0 8 . 0 0 1 1 3 . 0 0 NAV 2 0 . 6 1 3 4 . 0 0 0 1 1 8 . 0 0 0 COM 1 2 3 8 . 0 COM 2 WPT $_{ }$_ _  _  _ _  _$_{ DI}$ S _ _  ._  $_{NM}$ DTK $_{ }$_ _  _$_{° }$ TRK 360 ° M A P - N A V I G A T I O N M A P AD F/D ME MSG D19 5I D21 2I A21 2I HDG  UP 10 N M NAV $_{1 }$11 7. 60  1 1 7. NAV $_{2 }$11 90 2 7 . 3 2 0 9 0 Reference angle Outer wing travels greater distance • Higher speed More lift Inner wing travels shorter distance • Lower speed Less lift Overbanking Tendency • 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.