Remember the following points when making turns to  magnetic compass headings or when using the magnetic  compass as a reference for setting the heading indicator:  With an angle of bank between 15° and 18°, the amount of  lead or lag to be used when turning to northerly or southerly  headings varies with, and is approximately equal to, the  latitude of the locality over which the turn is being made.  When turning to a heading of north, the lead for roll-out must  include the number of degrees of change of latitude, plus the  lead normally used in recovery from turns. During a turn to  a south heading, maintain the turn until the compass passes  south the number of degrees of latitude, minus normal roll- out lead.  [Figure 7-35] For example, when turning from an easterly direction to  north, where the latitude is 30°, start the roll-out when the  compass reads 37° (30° plus one-half the 15° angle of bank,  or whatever amount is appropriate for the rate of roll-out).  When turning from an easterly direction to south, start the  roll-out when the magnetic compass reads 203° (180° plus  30° minus one-half the angle of bank). When making similar  turns from a westerly direction, the appropriate points at  which to begin the roll-out would be 323° for a turn to north  and 157° for a turn to south.  When turning to a heading of east or west from a northerly  direction, start the roll-out approximately 10° to 12° before  the east or west indication is reached. When turning to an east  or west heading from a southerly direction, start the rollout  approximately 5 degrees before the east or west indication  is reached. When turning to other headings, the lead or lag  must be interpolated.  Abrupt changes in attitude or airspeed and the resulting erratic  movements of the compass card make accurate interpretations  of the instrument very difficult. Proficiency in compass turns  depends on knowledge of compass characteristics, smooth  control technique, and accurate bank-and-pitch control.  For purposes of instrument flight training in conventional  airplanes, any turn greater than a standard rate is considered  steep.  [Figure 7-36] The exact angle of bank at which a  normal turn becomes steep is unimportant. What is important  is learning to control the airplane with bank attitudes in  excess of those normally used on instruments. Practicing  steep turns will not only increase proficiency in the basic  instrument flying skills, but also enable smooth, quick, and  confident reactions to unexpected abnormal flight attitudes  under instrument flight conditions.  Pronounced changes occur in the effects of aerodynamic  forces on aircraft control at progressively greater bank  attitudes. Skill in cross-check, interpretation, and control is  increasingly necessary in proportion to the amount of these  changes, though the techniques for entering, maintaining, and  recovering from the turn are the same in principle for steep  turns as for shallower turns.  Enter a steep turn in the same way as a shallower turn,  but prepare to cross-check rapidly as the turn steepens.  Because of the greatly reduced vertical lift component, pitch  control is usually the most difficult aspect of this maneuver.  Unless immediately noted and corrected with a pitch  7-22 1.  If on a north heading and a turn is started to the east or  west, the compass indication lags or indicates a turn  in the opposite direction.  2.  If on a south heading and a turn is started toward  the east or west, the compass indication precedes  the turn, indicating a greater amount of turn than is  actually occurring.  3.  When on an east or west heading, the compass indicates  correctly when starting a turn in either direction.  4.  If on an east or west heading, acceleration results in  a north turn indication; deceleration results in a south  turn indication.  5.  When maintaining a north or south heading, no error  results from diving, climbing, or changing airspeed.  Figure 7-35.  North and south turn error. Steep Turns W 24 21 210 