TURN COORDINATOR 2 MIN. D.C. ELEC. L R NO PITCH INFORMATION TURN COORDINATOR 2 MIN. D.C. ELEC. L R NO PITCH INFORMATION TURN COORDINATOR 2 MIN. D.C. ELEC. L R NO PITCH INFORMATION Skid Coordinated Turn Slip Ball to outside of turn Pilot feels sideways force to outside of turn Pilot feels force straight  down into seat Pilot feels sideways  force to inside of turn Ball to inside of turn Ball centered Constant airspeed 10° angle of bank 20° angle of bank 30° angle of bank Constant angle of bank 100 kts 90 kts 80 kts When airspeed is  held constant, a  larger angle of bank  will result in a smaller  turn radius and a  greater turn rate. When angle of bank is  held constant, a slower  airspeed will result in a  smaller turn radius and  a greater turn rate. Figure 3-14.  Angle of bank and airspeed regulate rate and radius of turn.  3-13 Therefore, the outside wing travels at a faster airspeed than  the inside wing and, as a result, it develops more lift. This  creates an overbanking tendency that must be controlled  by the use of opposite aileron when the desired bank angle  is reached.  [Figure 3-15]  Because the outboard wing is  developing more lift, it also produces more drag. The drag  causes a slight slip during steep turns that must be corrected  by use of the rudder. On most light single-engine airplanes, the top surface of  the engine cowling is fairly flat, and its horizontal surface  to the natural horizon provides a reasonable indication for  initially setting the degree of bank angle.  [Figure 3-16]  The  pilot should then cross-check the flight instruments to verify  that the correct bank angle has been achieved. Information  Establishing a Turn Figure 3-13.  Indications of a slip and skid.