I know I'm late to this party, but I wanted to chime in as well. I think Averyrm had the best explanantion, but Grabo and Flyboy had good replies as well. Remember that the velocity of any point of an object in circular motion is, in a simplified form, V = omega x radius, where omega is the rate of turn. So if the center of motion of the turn is the down wing then r is zero and the velocity of the inner wing due to the circular motion is zero. The outer wing on the other hand has a velocity due to the circular motion of omega x r, where r in this case is the wingspan, for small bank angles. Of course this is a simplistic point of view in that the inner wing will still be traveling at some velocity due to its forward motion, and the center of the circle is usually not the tip of the inner wing.
But this will be the case for all turns, not just steep turns. As was pointed out, the rate just happens to be a lot higher for the steep turn, although the radius in the plane of motion is smaller than in a medium or shallow turn. What I mean by this is that the radius r that counts is the projection into the plane of motion. As the angle of bank become steeper, the wingspan that actually lies in the plane of motion becomes smaller until it's zero at knife edge.
But I digress. In medium and shallow bank turns the lateral stability is about equal to or greater than the effect of the increased lift on the outer wing due to circular motion. In steeper turns the overbanking tendency dominates. On the issue of adverse yaw. While the most commonly known is that due to aileron deflection, there is also adverse yaw in any banking as the angle of attack on the wings vary as one goes down and the other goes up . Since the lift vector is perpendicular to the relative wind, the lift vector for one wing usually point a little more forward than the other, leading to adverse yaw.
Although it took me a while to finally get through it, I'm almost done reading "Aerodynamics for Naval Aviators". Having a physics and engineering background made it a lot easier to understand, but I think it's a must read for all pilots who really want to understand the details in an applied manner. Another good read is "Emergency Maneuver Training" by RIch Stowell.
Regards,
Dave
But this will be the case for all turns, not just steep turns. As was pointed out, the rate just happens to be a lot higher for the steep turn, although the radius in the plane of motion is smaller than in a medium or shallow turn. What I mean by this is that the radius r that counts is the projection into the plane of motion. As the angle of bank become steeper, the wingspan that actually lies in the plane of motion becomes smaller until it's zero at knife edge.
But I digress. In medium and shallow bank turns the lateral stability is about equal to or greater than the effect of the increased lift on the outer wing due to circular motion. In steeper turns the overbanking tendency dominates. On the issue of adverse yaw. While the most commonly known is that due to aileron deflection, there is also adverse yaw in any banking as the angle of attack on the wings vary as one goes down and the other goes up . Since the lift vector is perpendicular to the relative wind, the lift vector for one wing usually point a little more forward than the other, leading to adverse yaw.
Although it took me a while to finally get through it, I'm almost done reading "Aerodynamics for Naval Aviators". Having a physics and engineering background made it a lot easier to understand, but I think it's a must read for all pilots who really want to understand the details in an applied manner. Another good read is "Emergency Maneuver Training" by RIch Stowell.
Regards,
Dave
Thanks for the confidence boost. I know I can do them. It's just odd being the only one in the plane. . . 
