Centrifugal force Horizontal component Vertical component Resultant load Lift Total lift Weight Weight Level flight Steeply banked turn Figure 3-11.  When the airplane is banked into a turn, total lift is the resultant of two components: vertical and horizontal. divided into vertical and horizontal components of lift. In  order to maintain altitude, the total lift (since total lift acts  perpendicular to the wing) must be increased to meet the  vertical component of lift requirements (to balance weight  and load factor) for level flight. the airplane. Situations can develop when a pilot is flying  in uncoordinated flight and depending on the flight control  deflections, may support pro-spin flight control inputs. This is  especially hazardous when operating at low altitudes, such as  when operating in the airport traffic pattern. Pilots must learn  to fly with coordinated control inputs to prevent unintentional  loss of control when maneuvering in certain situations. The purpose of the rudder in a turn is to coordinate the turn.  As lift increases, so does drag. When the pilot deflects the  ailerons to bank the airplane, both lift and drag are increased  on the rising wing and, simultaneously, lift and drag are  decreased on the lowering wing.  [Figure 3-12]  This increased  drag on the rising wing and decreased drag on the lowering  wing results in the airplane yawing opposite to the direction  of turn. To counteract this adverse yaw, rudder pressure is  applied simultaneously with aileron in the desired direction  of turn. This action is required to produce a coordinated turn. Coordinated flight is important to maintaining control of  During uncoordinated flight, the pilot may feel that they are  being pushed sideways toward the outside or inside of the  turn.  [Figure 3-13]  A skid is when the pilot may feel that  they are being pressed toward the outside of the turn and  toward the inside of the turn during a slip. The ability to  sense a skid or slip is developed over time and as the “feel”  of flying develops, a pilot should become highly sensitive to a  slip or skid without undue reliance on the flight instruments. To understand the relationship between airspeed, bank, and  radius of turn, it should be noted that the rate of turn at any  given true airspeed depends on the horizontal lift component.  The horizontal lift component varies in proportion to the  amount of bank. Therefore, the rate of turn at a given airspeed  increases as the angle of bank is increased. On the other hand,  when a turn is made at a higher airspeed at a given bank  angle, the inertia is greater and the horizontal lift component  required for the turn is greater, causing the turning rate to  become slower.  [Figure 3-14]  Therefore, at a given angle  of bank, a higher airspeed makes the radius of turn larger  because the airplane turns at a slower rate. As the radius of the turn becomes smaller, a significant  difference develops between the airspeed of the inside wing  and the airspeed of the outside wing. The wing on the outside  of the turn travels a longer path than the inside wing, yet  both complete their respective paths in the same unit of time.  Turn Radius Figure 3-12.  The rudder opposes adverse yaw to help coordinate  the turn. 3-12 More lift Adverse yaw Reduced lift Rudder oposes adverse yaw  to coordinate the turn A d i t o n a l i n d u c e d d r a g