Since the downward deflected aileron produces more lift, it also produces more drag. This added drag attempts to yaws the airplane's nose in the direction of the raised wing. This is called adverse yaw.
The rudder is used to counteract adverse yaw, and the amount of rudder control required is greatest at low airspeeds, high angles of attack, and with large aileron deflections. However, with lower airspeeds, the vertical stabilizer/rudder combination becomes less effective, and magnifies the control problems associated with adverse yaw.
All turns are coordinated by use of ailerons, rudder, and elevator. Applying aileron pressure is necessary to place the airplane in the desired angle of bank, while simultaneously applying rudder pressure to counteract the resultant adverse yaw. During a turn, applying elevator pressure because more lift is required than when in straight-and level flight must increase the angle of attack. The steeper the turn, the more back elevator pressure is needed.
As the desired angle of bank is established, aileron and rudder pressures should be relaxed. This will stop the bank from increasing because the aileron and rudder control surfaces will be neutral in their streamlined position. Elevator pressure should be held constant to maintain a constant altitude.
The rollout from a turn is similar to the roll-in the flight controls are applied in the opposite direction. Aileron and rudder are applied in the direction rollout or toward the high wing. As the angle decreases, the elevator pressure should be relaxed necessary to maintain altitude.
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