and opposes inertia (apparent centrifugal force). These two  lift components act at right angles to each other causing the  resultant total lifting force to act perpendicular to the banked  wing of the aircraft. It is the horizontal lift component that  actually turns the WSC aircraft.  [Figure 6-10] Shallow turns are accomplished by moving the control bar  to the side slightly, waiting for the wing to roll the desired  amount, and then releasing the side pressure on the control bar  back to the center position. The WSC aircraft will stabilize in  the turn with no control pressures required. During a shallow  turn there is no significant increase in airspeed or G forces  that can easily be noticed by the student.  [Figure 6-11]  Once  a shallow turn is initiated, it is a good practice to be stabilized  at a constant bank and then exit to a predetermined heading.  To exit the shallow turn, opposite sideways pressure must  be put on the control bar to bring the WSC aircraft back to  level fl ight. For higher banked turns, the entry speed should be well  above 1.3 times the stall speed, which increases signifi cantly  in higher banked turns. As an example, at least 1.5 times the  stall speed should be the entry speed for a 40 degree banked  turn to maintain the 1.3 times the stall speed safety margin.  Wings with a trim speed of 1.3 times the stall speed require  an increase in speed slightly. In all constant altitude, constant  airspeed turns, it is necessary to increase the angle of attack  of the wing when rolling into the turn by pushing out on  the control bar. This is required because part of the vertical  lift has been diverted to horizontal lift. Thus, the total lift  must be increased to compensate for this loss. Similarly, the  throttle must be increased to maintain the same altitude in  steeper banks. The additional load or G force in a medium banked turn is felt  as the pilot is pushed down on the seat with enough force for  this effect to be noticed. After the bank has been established  in a medium turn, all side-to-side roll pressure applied may  be relaxed, but forward pressure to maintain a higher angle of  attack is still necessary in a steeper bank. The WSC aircraft  remains at the selected bank with no further tendency to roll  back to level since all the forces are equalized.  During the turn, roll, pitch, and throttle controls are adjusted  to maintain the desired bank angle, speed, and level altitude.  Coordinated flight is the coordination of the three controls  to achieve a smooth turn to the desired bank angle while  maintaining a constant speed and altitude.  The roll-out from a turn is similar to the roll-in, except fl ight  controls are applied in the opposite direction. As the angle  of bank decreases, the pitch pressure should be relaxed as  necessary to maintain speed and the throttle decreased to  maintain altitude.  Since the aircraft continues turning as long as there is any  bank, the rollout must be started before reaching the desired  heading. The amount of lead required to roll-out of 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 rollout by 15°. As  the wings become level, the control pressures should be  smoothly relaxed so that the controls are neutralized as the  aircraft returns to straight-and-level flight. As the rollout is  being completed, attention should be given to outside visual  references to determine that the wings are being leveled and  the turn stopped.  Lift Centrifugal force Horizontal component Weight Weight Vertical component Resultant Load Total Lift Figure 6-10. WSC aircraft flying straight (left) and turning with the same lift and weight (right). 6-9