David Young
Maneuver Analysis
1. Maneuver – Steep Spirals.
2. Description – Three constant gliding turns, during which a constant radius around a point
on the ground is maintained similar to the maneuver, turns around a point.
3. Objective – To develop the student’s ability to perform constant radii, descending turns
around a point. Also, the maneuver will help a student perform an emergency descent to
a landing if such an occasion ever arose.
4. Contents –
a. An ability to perform turns around a point.
b. An ability to maintain a constant radius of turn while descending.
c. An ability to perform constant airspeed descents.
5. Analysis –
a. Clear the area around and below you with two 90º turns.
b. Begin the steep spirals at an altitude that will permit three 360º turns prior to
reaching 1,000 ft AGL, unless terminating the maneuver with a landing.
i. Around 4,500 ft AGL should be enough as an initial altitude.
ii. Clear the area for obstacles.
c. Configure the aircraft for landing.
d. Find a point, usually an intersection, from which you can draw an imaginary
circle around with radius of ~¼ mi (refer to Figure A).
i. Make sure the point is easily identifiable, but small enough that you can
keep track of exactly which point you are using.
e. Enter the maneuver on a downwind from the point.
f. When nearly abeam the point, reduce the throttle to about 10” manifold pressure.
i. Reducing throttle all the way to idle may shock cool the engine.
ii. Maintain altitude with elevator backpressure until the desired glide speed
is obtained.
1. In our case, this is 90 kts.
g. When abeam the reference point, roll into a steep bank, relax the elevator
backpressure to maintain airspeed, and re-trim the aircraft.
h. Use bank corrections to adjust for wind.
i. For example, lessen the bank angle when heading upwind to keep from
being blown too far downwind, and steepen the bank angle when heading
downwind to keep from being blown too far downwind.
1. Your groundspeed is lower on the upwind legs and higher on the
downwind legs, which why you tend to always be pushed
downwind.
2. As you change the bank angle, be sure to use the proper amount of
rudder to maintain coordination.
Young 2, IX-B
a. Do NOT use rudder alone to correct for wind drift.
ii. If using a steeper bank, the pitch attitude must be decreased to maintain
airspeed.
iii. If using a shallower bank, the pitch attitude may need to be increased to
maintain airspeed.
iv. NEVER go past a 60º bank.
i. Use secondary reference points that are approximately ¼ mi from the point you
are turning around.
i. Overflying these will help maintain a constant radius, and they will let you
know if your radius is too small or too large.
j. Use pitch corrections for airspeed.
i. If the aircraft begins slowing down, pitch down.
ii. If the aircraft begins speeding up, pitch up.
iii. Note that the aircraft’s stall speed is not increased as much as in a steep
turn because the altitude is not being maintained in a steep spiral.
k. Call out the number of times you have gone around the point every time you pass
the point.
l. After the third 360º, maintain a 90 kt glide momentarily. Then begin a go around
procedure to begin climbing to a safe altitude if not landing out of this maneuver.
i. Be sure to SMOOTHLY increase power when going around.
6. Visual Cues –
a. The horizon will cut through the engine cowling at a very sharp angle during
steeper banks and at a lesser angle during shallower banks.
b. To maintain a certain bank, simply maintain the picture of the cowling and the
horizon.
c. The cowling should be about 3-4 inches below the horizon to maintain airspeed.
d. The nose moving up or down is usually an indication of a climb or a descent,
respectively.
7. Instrument Cues –
a. The directional gyro can be used to tell you what heading you are currently on,
and it is especially useful to determine when to begin the rollout.
b. The airspeed will tell you if you are too fast/too slow.
c. If the ball on the inclinometer has swung to either side of center, step on the
rudder pedal that corresponds to the side of the inclinometer the ball is on.
8. PTS Standards –
a. Private Pilot – None Specified.
b. Commercial Pilot –
i. Exhibits knowledge of the elements related to a steep spiral.
ii. Selects an altitude sufficient to continue through a series of at least three
360° turns.
iii. Selects a suitable ground reference point.
Young 3, IX-B
iv. Applies wind-drift correction to track a constant radius circle around
selected reference point with bank not to exceed 60° at steepest point in
turn.
v. Divides attention between airplane control and ground track, while
maintaining coordinated flight.
vi. Maintains the specified airspeed, ±10 knots, rolls out toward object or
specified heading, ±10°.
9. Common Errors –
a. Improper bank, pitch, and power coordination during entry or completion.
b. Uncoordinated flight
c. Inability to maintain airspeed and turn radius.
d. Failure to obtain three 360º turns.
10. References –
a. AFH, Ch. 9
b. Gleim’s Flight Instructor Flight Maneuvers, Part II, Unit IX
c. FAA-S-8081-12B
d. FAA-S-8081-14A
Young 4, IX-B
Figure A