Figure 6-11. Pilot’s view of a shallow turn with a 20° bank. 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 true  airspeed increases as the angle of bank is increased. On the  other hand, when a turn is made at a higher true 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. Therefore, at a given angle of bank, a  higher true airspeed makes the radius of turn larger because  the aircraft is turning at a slower rate.  [Figure 6-12]  When changing from a shallow bank to a medium bank, the  airspeed of the wing on the outside of the turn increases in  relation to the inside wing as the radius of turn decreases. The  additional lift developed because of this increase in speed of  the wing balances the inherent lateral stability of the aircraft.  At any given airspeed, roll pressure is not required to maintain  the bank. If the bank is allowed to increase from a medium  to a steep bank, the radius of turn decreases further.  A steep bank is similar to a medium bank but all factors  increase. Roll and pitch control pressures must increase,  throttle must increase further to maintain altitude, and the  G forces increase significantly. Students should build up  to steep banked turns gradually after perfecting shallow  and medium banked turns. Do not exceed the bank angle  limitation in the Pilot’s Operating Handbook (POH). The pilot’s posture while seated in the aircraft is very  important, particularly during turns. It affects the interpretation  of outside visual references. Pilots should not lean away from  the turn in an attempt to remain upright in relation to the  ground rather than ride with the aircraft. This should be a  habit developed early so that the pilot can properly learn to  use visual references.  Beginning students should not use large control applications  because this produces a rapid roll rate and allows little time  for corrections before the desired bank is reached. Slower  (small control displacement) roll rates provide more time to  make necessary pitch and bank corrections. As soon as the  aircraft rolls from the wings-level attitude, the nose should  also start to move along the horizon, increasing its rate of  travel proportionately as the bank is increased.  The following variations provide excellent guides. If the  nose moves up or down when entering a bank, excessive or  insuffi cient pitch control is being applied. During all turns,  the controls are used to correct minor variations as they are  in straight-and-level fl ight.  6-10