aileron by left stick. To turn right, lower right wing with right  stick. Depending on bank angle and airplane engineering, at  many bank angles, the airplane will continue to turn with  ailerons neutralized. So the sequence should be like the  following: (1) bank airplane, adding either enough power or  pitching up to compensate for the loss of lift (change in vector  angle of lift); (2) neutralize controls as necessary to stop bank  from increasing and hold desired bank angle; (3) use the  opposite stick (aileron) to return airplane to level; (4) then take  that control out to again neutralize the ailerons (along with  either power or pitch reduction) for level flight.  [Figure 3-10]  straight ahead. The vertical fin’s purpose is to keep  the aft end of the airplane behind the front end.  For purposes of this discussion, turns are divided into three  classes: shallow, medium, and steep. A turn is the result of the following: When an airplane is flying straight and level, the total lift is  acting perpendicular to the wings and to the Earth. As the  airplane is banked into a turn, total lift is the resultant of  two components: vertical and horizontal.  [Figure 3-11]  The  vertical lift component continues to act perpendicular to the  Earth and opposes gravity. The horizontal lift component  acts parallel to the Earth’s surface opposing centrifugal force.  These two lift components act at right angles to each other,  causing the resultant total lifting force to act perpendicular  to the banked wing of the airplane. It is the horizontal lift  component that begins to turn the airplane and not the rudder. In constant altitude, constant airspeed turns, it is necessary  to increase the AOA of the wing when rolling into the  turn by increasing back pressure on the elevator, as well  as the addition of power to counter the loss of speed due  to increased drag. This is required because total lift has  3-11 Figure 3-10.  Level turn to the left.  • Steep turns—result from a degree of bank of  approximately 45° or more. The airplane continues  in the direction of the bank even with neutral flight  controls unless the pilot provides opposite flight  control aileron pressure to prevent the airplane from  overbanking. The amount of opposite flight control  pressures is dependent on various factors, such as bank  angle and airspeed. In general, a noticeable level of  opposite aileron flight control pressure is required by  the pilot to prevent overbanking. • Medium turns—result from a degree of bank between  approximately 20° to 45°. At medium bank angles, the  airplane’s inherent lateral stability does not return the  wings to level flight. As a result, the airplane tends  to remain at a constant bank angle without any flight  control pressure held by the pilot. The pilot neutralizes  the aileron flight control pressure to maintain the bank. • Shallow turns—bank angle is approximately 20° or  less. This shallow bank is such that the inherent lateral  stability of the airplane slowly levels the wings unless  aileron pressure in the desired direction of bank is held  by the pilot to maintain the bank angle.  • The ailerons bank the wings and so determine the rate  of turn for a given airspeed. Lift is divided into both  vertical and horizontal lift components as a result of  the bank. The horizontal component of lift moves the  airplane toward the banked direction. • The elevator pitches the nose of the airplane up or  down in relation to the pilot and perpendicular to  the wings. If the pilot does not add power, and there  is sufficient airspeed margin, the pilot must slightly  increase the pitch to increase wing lift enough to  replace the wing lift being diverted into turning force  so as to maintain the current altitude. • The vertical fin on an airplane does not produce lift.  Rather the vertical fin on an airplane is a stabilizing  surface and produces no lift if the airplane is flying  • The throttle provides thrust which may be used for  airspeed to tighten the turn. • The pilot uses the rudder to offset any adverse yaw  developed by wing’s differential lift and the engine/ propeller. The rudder does not turn the airplane. The  rudder is used to maintain coordinated flight. OBS W 33 24 21 30 NAV OBS W 33 24 21 30 33 30 24 21 W S N HDG XPDR 5537 IDNT LCL23:00:34 VOR 1 270 ° 2 1 1 2 3 30 0 3 20 0 3 100 4 000 2 900 2 800 2300 60 20 3 000 130 120 110 90 80 70 1 100 9 TAS 100KT NAV1 108.00 113.00 NAV2 108.00 110.60 134.000 118.000 COM1 123.800 118.000 COM2 $_{WPT }$_ _ _ _ _ _$_{ DIS}$ _ _ ._ $_{NM}$ $_{DTK }$_ _ _$_{°}$ TRK 360° MAP - NAVIGATION MAP ADF/DME MSG D195I D212I A212I HDG UP 10 NM