An aircraft begins a turn from a heading of 030° to a heading  of 120°. With the given airspeed, a standard rate turn has  yielded a 15° bank. The pilot wants to begin a smooth  coordinated roll-out to the desired heading when the heading  indicator displays approximately 112°. The necessary  calculations are: 15° bank (standard rate) ÷ 2 = 7.5° 120° – 7.5° = 112.5° By utilizing this technique, the pilot is better able to judge  if any modifications need to be made to the amount of lead  once the amount of over- or undershooting is established. Timed turns to headings are performed in the same fashion  with an EFD as with an analog equipped aircraft. The  instrumentation used to perform this maneuver is the turn rate  indicator as well as the clock. The purpose of this maneuver  is to allow the pilot to gain proficiency in scanning as well  as to further develop the pilot’s ability to control the aircraft  without standard instrumentation. Timed turns become essential when controlling the aircraft  with a loss of the heading indicator. This may become  necessary due to a loss of the AHRS unit or the magnetometer.  In any case, the magnetic compass is still available for  navigation. The reason for timed turns instead of magnetic  compass turns is the simplicity of the maneuver. Magnetic  compass turns require the pilot to take into account various  errors associated with the compass; timed turns do not. Prior to initiating a turn, determine if the standard rate indication  on the turn rate indicator actually delivers a 3 degrees per  second turn. To accomplish this, a calibration must be made.  Establish a turn in either direction at the indicated standard  rate. Start the digital timer as the compass rolls past a cardinal  heading. Stop the timer once the compass card rolls through  another cardinal heading. Roll wings level and compute the  rate of turn. If the turn rate indicator is calibrated and indicating  correctly, 90° of heading change should take 30 seconds. If  the time taken to change heading by 90° is more or less than  30 seconds, then a deflection above or below the standard rate  line needs to be made to compensate for the difference. Once  the calibration has been completed in one direction, proceed  to the opposite direction. When both directions have been  calibrated, apply the calibrated calculations to all timed turns. In order to accomplish a timed turn, the amount of heading  change needs to be established. For a change in heading from  120° to a heading of 360°, the pilot calculates the difference  and divides that number by 3. In this case, 120° divided by  3° per second equals 40 seconds. This means that it would  Training in steep turns teaches the pilot to recognize and to  adapt to rapidly changing aerodynamic forces that necessitate  an increase in the rate of cross-checking all flight instruments.  The procedures for entering, maintaining, and exiting a  steep turn are the same as for shallower turns. Proficiency in  instrument cross-check and interpretation is increased due to  the higher aerodynamic forces and increased speed at which  the forces are changing. Training in excessive bank angles challenges the pilot in  honing cross-checking skills and improves altitude control  throughout a wider range of flight attitudes. Although the  current instrument flight check practical test standards (PTS)  do not call for a demonstration of steep turns on the certification  check flight, this does not eliminate the need for the instrument  pilot-in-training to demonstrate proficiency to an instructor.  For the purpose of instrument flight training, a steep turn is  defined as any turn in excess of standard rate. A standard  rate turn is defined as 3 degrees per second. The bank angle  that equates to a turn rate of 3 degrees per second varies  according to airspeed. As airspeed increases, the bank angle  must be increased. The exact bank angle that equates to a  standard rate turn is unimportant. Normal standard rate turn  bank angles range from 10° to 20°. The goal of training in  steep turn maneuvers is pilot proficiency in controlling the  aircraft with excessive bank angles.  The magnetic compass is the only instrument that requires  no other source of power for operation. In the event of an  AHRS or magnetometer failure, the magnetic compass is  the instrument the pilot uses to determine aircraft heading.  For a more detailed explanation on the use of the magnetic  compass, see page 7-21. Once the calculated time expires, start a smooth coordinated  roll-out. As long as the pilot utilizes the same rate of roll-in as  roll-out, the time it takes for both will not need to be included  in the calculations. With practice, the pilot should level the  wings on the desired heading. If any deviation has occurred,  make small corrections to establish the correct heading. take 40 seconds for an aircraft to change heading 120° if that  aircraft were held in a perfect standard rate turn. Timing for  the maneuver should start as the aircraft begins rolling into  the standard rate turn. Monitor all flight instruments during  this maneuver. The primary pitch instrument is the altimeter.  The primary power instrument is the ASI and the primary  bank instrument is the turn rate indicator. Timed Turns Compass Turns Steep Turns 7-53