In a turn the load factor increases, and the lift requirement to support the weight of the a/c increases as bank angle increases, the angle of attack is increased to produce more lift and to maintain a/c flying level, else it will start descending.
With increase in Load Factor stalling angle is reached at a high airspeed or we can say that in a maneuver, stalling speed increases.
The load factor is only dependent upon bank angle and to some extent the abrupt maneuver like pulling the stick abruptly of course adds to the already high load factor.
At any altitude the Indicated stalling speed remains the same, but with increase or decrease in the altitude the True Air Stalling Speed changes, due to TAS changing with different altitudes.
The weight of the aircraft is supported by wings in the flight and when the aircraft is in a bank the horizontal lift of the wing decreases and therefore the lift requirements increases.
Two forces are acting on the aircraft while in a turn.
- Centripetal force- causes the a/c to turn, brings the a/c inside the turn. In a skidding turn the centripetal force is more than centrifugal force.
- Centrifugal force- opposes a/c to turn, pulls the a/c out of the turn. In a slipping turn the centrifugal force is more than centripetal force.
Load factor is not dependent on airspeed, it only depends on bank angle and increases significantly with increasing bank angle as follows-
Bank Angle Load Factor Square Root (increase in stall speed)
15° 1.04 1.02
30° 1.15 1.07
45° 1.41 1.20
60° 2.00 1.41
75° 3.86 2.00
If an a/c stalls at 60 knots in level flight, At 60° bank angle it will stall at 84 kts.
Example square root of 2.00 is 1.41 therefore 1.41*60 =84 kts.
Skidding – A/c goes inside the turn, TSI ball goes out of the turn, It is Dangerous, speed of the a/c is low
Slipping – A/c goes outside the turn, TSI ball goes in the turn, speed of the a/c is high