• Habitually flying with one wing low or maintaining  directional control using only the rudder control. • Failure to make timely and measured control inputs  when deviations from straight-and-level flight are  detected. • Inadequate attention to sensory inputs in developing  feel for the airplane. 3-10 A turn is initiated by banking the wings in the desired  direction of the turn through the pilot’s use of the aileron  flight controls. Left aileron flight control pressure causes the  left wing to lower in relation to the pilot. Right aileron flight  control pressure causes the right wing to lower in relation to  the pilot. In other words, to turn left, lower left wing with  In airplanes where multiple trim axes are available, the  rudder should be trimmed first. Rudder, elevator and then  aileron should be trimmed next in sequence; however, if  the airspeed is varying, continuous attempts to trim the  rudder and aileron produces unnecessary pilot workload and  distraction. Attempts to trim the rudder at varying airspeeds  are impractical in many propeller airplanes because of the  built-in compensation for the effect of a propeller’s left  turning tendencies. The correct procedure is when the pilot  has established a constant airspeed and pitch attitude, the  pilot should then hold the wings level with aileron flight  control pressure while rudder control pressure is trimmed  out. Finally, aileron trim should then be adjusted to relieve  any aileron flight control pressure. A properly trimmed airplane is an indication of good piloting  skills. Any control forces that the pilot feels should be a  result of deliberate flight control pressure inputs during a  planned change in airplane attitude, not a result of forces  being applied by the airplane. A common trim control error  is the tendency for the pilot to overcontrol the airplane with  trim adjustments. Attempting to fly the airplane with the  trim is a common fault in basic flying technique even among  experienced pilots. The airplane attitude must be established  first and held with the appropriate flight control pressures,  and then the flight control pressures trimmed out so that  the airplane maintains the desired attitude without the pilot  exerting flight control pressure.  Because of their relatively low power, speed, and cost  constraints, not all light airplanes have a complete set  (elevator, rudder, and aileron) trim controls that are adjustable  from inside the cockpit. Nearly all light airplanes are equipped  with at least a cockpit adjustable elevator trim. As airplanes  increase in power, weight, and complexity, cockpit adjustable  trim systems for the rudder and aileron may be available. Trim control surfaces are required to offset any constant flight  control pressure inputs provided by the pilot. For example,  elevator trim is a typical trim in light GA airplanes and is used  to null the pressure exerted by the pilot on the pitch flight  control, which is being held to produce the tail down force  required for a specific angle of attack (AOA).  [Figure 3-9] This relieves the pilot from holding a constant pressure on  the flight controls to maintain a particular pitch attitude  and provides an opportunity for the pilot to divert attention  to other tasks, such as evaluating the airplane’s attitude in  relation to the natural horizon, scanning for aircraft traffic,  and maintaining situational awareness. Proper trim technique is an important and often overlooked  basic flying skill. An improperly trimmed airplane requires  constant flight control pressures from the pilot, produces  tension and fatigue, distracts the pilot from outside visual  scanning, and contributes to abrupt and erratic airplane  attitude control inputs. Trim Control Level Turns Figure 3-9.  Elevator trim is used in airplanes to null the pressure  exerted by the pilot on the pitch flight control. Elevator trim wheel Elevator trim indicator