Figure 9-2.  During a level, coordinated turn, the rate of turn  is commensurate with the angle of bank used, and inertia and  horizontal component of lift (HCL) are equal.  Figure 9-4.  During a skid, the rate of turn is too great for the  angle of bank used, and inertia exceeds the horizontal component  of lift (HCL). Figure 9-3.  During a slip, the rate of turn is too low for the angle  of bank used, and the horizontal component of lift (HCL) exceeds  inertia.  Slips Skids How fast the helicopter banks depends on how much lateral  cyclic pressure is applied. How far the helicopter banks (the  steepness of the bank) depends on how long the cyclic is  displaced. After establishing the proper bank angle, return  the cyclic toward the neutral position. When the bank is  established, returning the cyclic to neutral (or holding it  inclined relative to the horizon) will maintain the helicopter  at that bank angle. Increase the collective and throttle to  maintain altitude and rpm. As the torque increases, increase  the proper antitorque pedal pressure to maintain longitudinal  trim. Depending on the degree of bank, additional forward  cyclic pressure may be required to maintain airspeed. Rolling out of the turn to straight-and-level flight is the same  as the entry into the turn, except that pressure on the cyclic  is applied in the opposite direction. Since the helicopter  continues to turn as long as there is any bank, start the rollout  before reaching the desired heading. The discussion on level turns is equally applicable to making  turns while climbing or descending. The only difference is  that the helicopter is in a climbing or descending attitude  rather than that of level flight. If a so-called simultaneous  entry (entering a turn while, at the same time, climbing or  descending) is desired, merely combine the techniques of  both maneuvers—climb or descent entry and turn entry.  When recovering from a climbing or descending turn, the  desired heading and altitude are rarely reached at the same  time. If the heading is reached first, stop the turn and maintain  the climb or descent until reaching the desired altitude. On the  other hand, if the altitude is reached first, establish the level  flight attitude and continue the turn to the desired heading. A slip occurs when the helicopter slides sideways toward the  center of the turn.  [Figure 9-3]  It is caused by an insufficient  amount of antitorque pedal in the direction of the turn,  or too much in the direction opposite the turn, in relation  to the amount of power used. In other words, if you hold  improper antitorque pedal pressure, which keeps the nose  from following the turn, the helicopter slips sideways toward  the center of the turn. A skid occurs when the helicopter slides sideways away from  the center of the turn.  [Figure 9-4]  It is caused by too much  antitorque pedal pressure in the direction of the turn, or by  too little in the direction opposite the turn in relation to the  amount of power used. If the helicopter is forced to turn faster  with increased pedal pressure instead of by increasing the  degree of the bank, it skids sideways away from the center  of the turn instead of flying in its normal curved path. In summary, a skid occurs when the rate of turn is too great  for the amount of bank being used, and a slip occurs when  the rate of turn is too low for the amount of bank being used.  [Figure 9-5] 9-4 Inertia HCL Slip Inertia HCL Skid Inertia HCL