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• Pilot's Handbook of Aeronautical Knowledgep. 8-17
  Chapter 8: Flight Instruments › Gyroscopic Flight Instruments › Turn Coordinator

  Turn Coordinator The gimbal in the turn coordinator is canted; therefore, its gyro can sense both rate of roll and rate of turn. Since turn coordinators are more prevalent in training aircraft, this discussion concentrates on that instrument. When rolling ... into or out of a turn, the miniature aircraft banks in the direction the aircraft is rolled. A rapid roll rate causes the miniature aircraft to bank more steeply than a slow roll rate. The turn coordinator can be used…

• Pilot's Handbook of Aeronautical Knowledgep. 8-16
  Chapter 8: Flight Instruments › Gyroscopic Flight Instruments › Turn-and-Slip Indicator

  Turn Indicators Aircraft use two types of turn indicators: turn-and-slip indicators and turn coordinators. Because of the way the gyro is mounted, the turn-and-slip indicator shows only the rate of turn in degrees per second ... turn coordinator is mounted at an angle, or canted, so it can initially show roll rate. When the roll stabilizes, it indicates rate of turn. Both instruments indicate turn direction and quality (coordination), and also serve as a backup source…

• Pilot's Handbook of Aeronautical Knowledgep. 5-22
  Chapter 5: Aerodynamics of Flight › Aerodynamic Forces in Flight Maneuvers › Forces in Turns

  basic truth about turns is that when the aircraft banks, lift acts inward toward the center of the turn, perpendicular to the lateral axis as well as upward. Newton’s First Law of Motion, the Law of Inertia, states that ... acted on by some other force. An aircraft, like any moving object, requires a sideward force to make it turn. In a normal turn, this force is supplied by banking the aircraft so that lift is exerted inward, as well…

• Pilot's Handbook of Aeronautical Knowledgep. 5-34
  Chapter 5: Aerodynamics of Flight › Load Factors › Load Factors in Steep Turns

  Load Factors in Steep Turns At a constant altitude, during a coordinated turn in any aircraft, the load factor is the result of two forces: centrifugal force and weight. [Figure 5-52] For any given bank angle, the ROT varies ... centrifugal force, allowing the load factor to remain the same. Figure 5-52. Two forces cause load factor during turns. Figure 5-53 reveals an important fact about turns—the load factor increases at a terrific rate after a bank…

• 14 CFR Part 121 — Operating Requirements: Domestic, Flag, and Supplemental OperationsOpen
  14 CFR Part 121, Appendix E to Part 121—Flight Training Requirements

  other emergency procedures outlined in the appropriate flight manual | I, T, U, C (h) Steep turns in each direction. Each steep turn must involve a bank angle of 45° with a heading change of at least 180° but not more ... required for Group I transition training | I, T, U, C (i) Stall Prevention. For the purpose of this training the approved recovery procedure must be initiated at the first indication of an impending stall (buffet, stick shaker, aural warning). Stall…

• 14 CFR Part 121 — Operating Requirements: Domestic, Flag, and Supplemental OperationsOpen
  14 CFR Part 121, Appendix F to Part 121—Proficiency Check Requirements

  proficiency checks for a type rating and for all PIC proficiency checks | B* A complete approved missed approach procedure must be accomplished at least once. At the discretion of the person conducting the check a simulated powerplant failure ... inflight. IV. Inflight Maneuvers: (a) Steep turns. For SIC proficiency checks for a type rating and for all PIC proficiency checks, at least one steep turn in each direction must be performed. Each steep turn must involve a bank angle…