2 MIN TURN DC ELEC L R TURN COORDINATOR 2 MIN. D.C. ELEC. L R NO PITCH INFORMATION 2 MIN TURN DC ELEC L R TURN COORDINATOR 2 MIN. D.C. ELEC. L R NO PITCH INFORMATION 2 MIN TURN DC ELEC L R TURN COORDINATOR 2 MIN. D.C. ELEC. L R NO PITCH INFORMATION Skidding Turn Skidding Turn Slipping Turn Slipping Turn Coordinated Turn rudder into turn Coordinated Turn Note the slight differences in rudder placement. Figure 4-16.  Adverse yaw. centrifugal force over the horizontal lift component, pulling  the aircraft toward the outside of the turn. The rate of turn  is too great for the angle of bank, so the horizontal lift  component is less than the centrifugal force. An inclinometer, located in the turn coordinator, or turn and  bank indicator indicates the quality of the turn, and should  be centered when the wings are banked. If the ball is off of  center on the side toward the turn, the aircraft is slipping and  rudder pressure should be added on that side to increase the  rate of turn or the bank angle should be reduced. If the ball  is off of center on the side away from the turn, the aircraft  is skidding and rudder pressure toward the turn should be  relaxed or the bank angle should be increased. If the aircraft  is properly rigged, the ball should be in the center when the  wings are level; use rudder and/or aileron trim if available. The increase in induced drag (caused by the increase in  AOA necessary to maintain altitude) results in a minor loss  of airspeed if the power setting is not changed. Any force applied to an aircraft to deflect its flight from a  straight line produces a stress on its structure; the amount of  this force is termed load factor. A load factor is the ratio of  the aerodynamic force on the aircraft to the gross weight of  the aircraft (e.g., lift/weight). For example, a load factor of 3  means the total load on an aircraft’s structure is three times  its gross weight. When designing an aircraft, it is necessary  to determine the highest load factors that can be expected in  normal operation under various operational situations. These  “highest” load factors are called “limit load factors.” Aircraft are placed in various categories (i.e., normal, utility,  and acrobatic) depending upon the load factors they are  designed to take. For reasons of safety, the aircraft must be  designed to withstand certain maximum load factors without  any structural damage. Load Factor 4-12