include outside visual references. If the glider is gaining  or losing airspeed, the pitch attitude should be adjusted in  relation to the horizon. During all turns, aileron, rudder, and  elevator are used to correct minor variations in pitch and  bank just as they are in straight glides. The roll-out from a turn is similar to the roll-in except that coordinated flight controls are applied in the opposite  direction. Aileron and rudder are applied in the direction  of the roll-out or toward the high wing. As the angle of  bank decreases, the elevator pressure should be relaxed, as  necessary, to maintain airspeed. A  skidding turn results from an excess of centrifugal force  over the horizontal lift component, pulling the glider toward  the outside of the turn. The rate of turn is too great for the  angle of bank. Correction of a skidding turn thus involves a  decrease in yaw (rudder), an increase in bank (aileron), or a  combination of the two changes.  [Figure 7-31] Since the glider continues turning as long as there is any  bank, the roll-out must be started before reaching the desired  heading. The amount of lead required to roll out on the  desired heading depends on the degree of bank used in the  turn. Normally, the lead is one half the degrees of bank. For  example, if the bank is 30°, lead the roll-out by 15°. As the  wings become level, the control pressures should be smoothly  relaxed so the controls are neutralized as the glider returns to  straight flight. As the roll-out is being completed, attention  should be given to outside visual references, as well as the  airspeed and heading indicators to determine that the wings  are being leveled and the turn stopped. Common errors during a turn include: The  yaw string identifies slips and skids. In flight, the rule  to remember is simple: step on the head of the yaw string.  If the head of the yaw string is to the right of the tail, then  the pilot needs to apply right pedal. If the head of the yaw  string is to the left of the tail, then the pilot should apply left  pedal.  [Figure 7-32] In a  slipping turn, the glider is not turning at the rate appropriate  to the bank being used, since the glider is yawed toward the  outside of the turning flightpath. The glider is banked too much  for the rate of turn, so the horizontal lift component is greater  than the centrifugal force. Equilibrium between the horizontal  lift component and centrifugal force is reestablished either by  decreasing the bank (ailerons), increasing yaw (rudder), or a  combination of the two.  [Figure 7-30] Figure 7-32.  Coordinated turn. 7-30 30. 0 29.9 29. 8 I 0 0 F E T I 4 5 6 7 9 2 0 8 3 CALIBRATED TO  20,000 FEET ALT OFF GO L N AV NET AVG PULL PUSH HW DIST ALT PUSH 0 2 4 6 8 10 -2 -4 Acce le ration G UNITS N 30 60 E 120 150 STEER FOR S 210 240 W 300 330 STEER RADIO FOR ON ON 160 40 140 60 120 80 20 100 knots 0 2 2 4 4 6 6 8 8 10 10 knots winte r 5 0  $_{6}$ $^{0}$  70 $_{ }$8 0 $_{ }$  9 0 1 0 kn o $_{t}$s S A L T O + − PWR F NCN SEL VOL BATT KNOTS PUSH Yaw string indication 30.0 29.9 29.8 I 0 0 F E T I 4 5 6 7 9 2 0 8 3 CALIBRATED TO  20,000 FEET ALT L NAV PUSH 0 2 4 6 8 10 -2 -4 Acceleration UNITS N 30 60 E 120 150 STEER FOR S  210 240 W 300 330 STEER RADIO FOR ON ON 160 40 140 60 120 80 20 100 knots 0 2 2 4 4 6 6 8 8 10 10 knots winter 5 0 6 0 70 $_{ }$8 0 9 0 1 0 k n o t s S A L T O + − PWR FNCN SEL VOL BATT KNOTS Coordinated Turn 30. 0 29.9 29.8 I 0 0 F E T I 4 5 6 7 9 2 0 8 3 CALIBRATED TO  20,000 FEET ALT OFF GO L N AV NET AVG PULL PUSH HW DIST ALT PUSH 0 2 4 6 8 10 -2 -4 Acce le ration G U NITS N 30 60 E 120 150 STEER FOR S 210 240 W 300 330 STEER RADIO FOR ON ON 160 40 140 60 120 80 20 100 knots 0 2 2 4 4 6 6 8 8 10 10 knots win ter 5 0  $_{6}$ $^{0}$  70 $_{ }$8 0 $_{ }$  9 0 1 0 kn o $_{t}$s S A L T O + − PWR F NC N SEL VOL BATT KNOTS PUSH Yaw string indication 30.0 29.9 29.8 I 0 0 F E T I 4 5 6 7 9 2 0 8 3 CALIBRATED TO  20,000 FEET ALT L NAV PUSH 0 2 4 6 8 10 -2 -4 Acceleration UNITS N 30 60 E 120 150 STEER FOR S  210 240 W 300 330 STEER RADIO FOR ON ON 160 40 140 60 120 80 20 100 knots 0 2 2 4 4 6 6 8 8 10 10 knots winter 5 0 6 0 70 $_{ }$8 0 9 0 1 0 k n o t s S A L T O + − PWR FNCN SEL VOL BATT KNOTS Skidding turn: excess rudder  applied during banked turn Figure 7-31.  Skidding turn. •  Failure to clear turn. •  Nose movement before the bank starts—rudder is  being applied too soon. •  Commencement of bank before the nose starts turning,  or nose movement in the opposite direction—the  rudder is being applied too late. •  Up or down nose movement when entering a bank— excessive or insufficient elevator is being applied. •  Rough or uncoordinated use of controls during the  roll-in and roll-out. •  Failure to establish and maintain the desired angle  of bank. •  Overshooting/undershooting the desired heading. Roll-Out Figure 7-30.  Slipping turn. 30.0 29.9 29 . 8 I 0 0 F E T I 4 5 6 7 9 2 0 8 3 CALIBRATED TO  20,000 FEET ALT OFF GO L N AV NET AVG PULL PUSH HW DIST ALT P$_{US}$ H 0 2 4 6 8 10 -2 -4 Acce le ration G UNITS N 30 60 E 120 150 STEER FOR S 210 240 W 300 330 STEER RADIO FOR ON ON 160 40 140 60 120 80 20 100 knots 0 2 2 4 4 6 6 8 8 10 10 knots winte r 5 0  $_{6}$ $^{0}$  70 $_{ }$8 0 $_{ }$  9 0 1 0 kn o $_{t}$s S A L T O + − PWR F NCN SEL VOL BATT KNOTS $^{PU}$S H Yaw string indication 30.0 29.9 29.8 I 0 0 F E T I 4 5 6 7 9 2 0 8 3 CALIBRATED TO  20,000 FEET ALT L NAV PUSH 0 2 4 6 8 10 -2 -4 Acceleration UNITS N 30 60 E 120 150 STEER FOR S  210 240 W 300 330 STEER RADIO FOR ON ON 160 40 140 60 120 80 20 100 knots 0 2 2 4 4 6 6 8 8 10 10 knots winter 5 0 6 0 70 $_{ }$8 0 9 0 1 0 k n o t s S A L T O + − PWR FNCN SEL VOL BATT KNOTS Slipping turn: insufficient left rudder.