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V is affected by the aeroplane's weight and reduces as weight reduces.
This is because a heavier aeroplane will take longer to respond to a full control deflection than a lighter aeroplane.
Somewhere between wings level and 90 degrees there is a practical limit to the angle of bank that can be used, as the aeroplane cannot be turned at 90 degrees angle of bank because there would be no vertical component to balance the weight, no matter how much lift was produced.
Figure 3 This diagram shows the relationship of load factor to increasing angle of bank.
It should be noted, however, that the need to do a maximum rate turn suggests earlier poor decision making.
Briefly revise the forces in the turn and the increasing load factor with increasing angle of bank. The highest useful angle of attack is just before the critical angle, about 15 degrees.
This is a particularly important consideration if the nose is allowed to drop during steep turns, and the pilot pulls back harder on the control column to regain the height.
The correct recovery technique is to reduce the angle of bank before increasing the back pressure.
The quick response of the lighter aeroplane results in higher loading.
Therefore, as the weight of the aeroplane is reduced, the speed at which full and abrupt control movements can be made is also reduced (refer Flight Manual).