Student:_____________________
Date Completed:________________
Private & Commercial Pilot Flight Training
Steep Turns
Objective:
To develop smoothness, coordination, orientation, division of attention, and control techniques while
executing high performance turns.
Elements:
1. Relationship of bank angle, load factor, and stalling speed
2. Overbanking tendency
3. Torque effect in right and left turns (differences between)
4. Selection of a suitable altitude
5. Orientation, division of attention, and planning
6. Appropriate power setting and airspeed prior to entry
7. Entry and rollout technique
8. Coordination of flight controls
9. Differential wing drag
10. Altitude, bank, and power control during the turn
Schedule:
Preflight Discussion
0:15
Inflight Demonstration and Student Practice
0:30
Postflight Discussion
0:15
All Times Dependent on Pilot's Ability
Equipment:
Aircraft
Drawing Surface and Marking Utensil
Instructor's Actions:
Student's Actions:
PREFLIGHT:
PREFLIGHT:
 Discuss lesson objective.
 Discuss lesson objective
 Discuss common student errors in performing the  Listens and takes notes.
maneuver.
 Resolves Questions.
INFLIGHT:
 Discuss the FAA's emphasis on safety including
 Reviews maneuvers.
collision avoidance and division of attention.
INFLIGHT:
 Pays attention and asks questions.
 Demonstrate the maneuver.
 Practices maneuver as directed.
 Coach student practice.
 Answers questions posed by instructor.
 Evaluate student understanding of maneuver. POSTFLIGHT:
POSTFLIGHT:
 Ask pertinent questions.
 Critique student performance.
 Answers questions posed by instructor.
 Answer student questions.
 Critiques own performance.
 Assign homework for next lesson.
 Completes assigned homework.
Private & Commercial Pilot Flight Training
Completion Standards: FAA-H-8081-14AS (Private PTS, V. 1-6)
1. Exhibits knowledge of the elements related to steep turns.
2. Selects an altitude that will allow the task to be performed no lower than 1,500 feet AGL.
3. Establishes Va.
4. Rolls into a coordinated 360° turn; maintains a 45° bank, ±5°; and rolls out on the entry heading, ±10°.
5. Performs the task in the opposite direction, as specified by the instructor.
6. Divides attention between airplane control and orientation.
7. Maintains the entry altitude, ±100 feet, and airspeed, ±10 knots.
Completion Standards: FAA-H-8081-12B (Commercial PTS, V., A., 1-5)
1. Exhibits knowledge of the elements related to steep turns.
2. Establishes the manufacturer’s recommended airspeed or if one is not stated, a safe airspeed not to
exceed Va.
3. Rolls into a coordinated 360° steep turn with at least a 50° bank, followed by a 360° steep turn in the
opposite direction.
4. Divides attention between airplane control and orientation.
5. Maintains the entry altitude, ±100 feet, airspeed, ±10 knots, bank ±5° and rolls out on the entry heading
±10°
Common Errors: FAA-H-8083-3A (Chapter 9-1)
1. Failure to adequately clear the area.
2. Excessive pitch change during entry or recovery.
3. Attempt to start recovery prematurely.
4. Failure to stop the turn on a precise heading.
5. Excessive rudder during recovery, resulting in skidding.
6. Inadequate power management.
7. Inadequate airspeed control.
8. Poor coordination.
9. Gaining altitude in right turns and / or losing altitude in left turns.
10. Failure to maintain constant back angle.
11. Disorientation.
12. Attempting to perform the maneuver by instrument reference rather than visual reference.
13. Failure to scan for other traffic during the maneuver.
References:
FAA-H-8083-3A (Chapter 9-1)
FAA-S-8081-14AS (Private PTS, V. 1-6)
FAA-H-8083-25A
FAA-S-8081-12B (Commercial PTS, V. A. 1-5)
Things to Remember:
Same spot on windshield is same point on horizon.
Private & Commercial Pilot Flight Training
Steep Turns Technique:
SETTING UP FOR MANEUVER
1.
2.
3.
4.
Set power to obtain a speed below maneuvering speed (Va)
Clearing turns to check for other aircraft.
Trim.
Select a heading or reference point for rollout.
STARTING MANEUVER
1.
2.
3.
4.
From straight-and level flight, coordinate aileron and rudder to roll into a (private PTS) 45° turn.
Exert back pressure on the control column to maintain altitude.
Increase throttle to maintain airspeed.
Due to torque effect, more rudder is required to roll into a right turn.
MAINTAINING MANEUVER
1. Select a reference point on the horizon to maintain altitude and bank angle.
2. Maintain bank angle with aileron.
3. Control P-factor and torque with rudder.
4. Maintain altitude with elevator. (reference altimeter)
5. Trim to relieve control pressures
6. Add power as required to maintain airspeed.
7. Anticipate the rollout heading or reference point. Lead the rollout by ½ of the bank angle.
8. Roll out of bank with aileron stop adverse yaw with rudder.
9. During the rollout release elevator back pressure.
10. Reduce power to maintain airspeed.
11. Repeat the turn in opposite direction.
Instructor notes
and visual aids
Private & Commercial Pilot Flight Training
Steep Turns Narrative:
INTRODUCTION
The objective of the maneuver is to develop the smoothness, coordination, orientation, division of
attention, and control techniques necessary for the execution of maximum performance turns when the
airplane is near its performance limits. Smoothness of control use, coordination, and accuracy of
execution are the important features of this maneuver.
DESCRIPTION
The steep turn maneuver consists of a turn in either direction, using a bank angle between 45 to 60°. This will
cause an overbanking tendency during which maximum turning performance is attained and relatively high
load factors are imposed. Because of the high load factors imposed, these turns should be performed at an
airspeed that does not exceed the airplane’s design maneuvering speed (VA). The principles of an ordinary
steep turn apply, but as a practice maneuver the steep turns should be continued until 360° or 720° of turn
have been completed. An airplane’s maximum turning performance is its fastest rate of turn and its shortest
radius of turn, which change with both airspeed and angle of bank. Each airplane’s turning performance is
limited by the amount of power its engine is developing, its limit load factor (structural strength), and its
aerodynamic characteristics.
The limiting load factor determines the maximum bank, which can be maintained without stalling or exceeding
the airplane’s structural limitations. In most small planes, the maximum bank has been found to be
approximately 50° to 60°. The pilot should realize the tremendous additional load that is imposed on an
airplane as the bank is increased beyond 45°. During a coordinated turn with a 70° bank, a load factor of
approximately 3 Gs is placed on the airplane’s structure. Most general aviation type airplanes are stressed for
approximately 3.8 Gs.
Regardless of the airspeed or the type of airplanes involved, a given angle of bank in a turn, during which
altitude is maintained, will always produce the same load factor. Pilots must be aware that an additional load
factor increases the stalling speed at a significant rate—stalling speed increases with the square root of the
load factor. For example, a light plane that stalls at 60 knots in level flight will stall at nearly 85 knots in a 60°
bank. The pilot’s understanding and observance of this fact is an indispensable safety precaution for the
performance of all maneuvers requiring turns. Before starting the steep turn, the pilot should ensure that the
area is clear of other air traffic since the rate of turn will be quite rapid.
BEGINNING
 After establishing the manufacturer’s recommended entry speed or the design maneuvering speed, the
airplane should be smoothly rolled into a selected bank angle between 45 to 60°.
 As the turn is being established, back-elevator pressure should be smoothly increased to increase the
angle of attack. This provides the additional wing lift required to compensate for the increasing load
factor.
 After the selected bank angle has been reached, there will be considerable force required on the elevator
control to hold the airplane in level flight and to maintain altitude.
NOTE: Because of this increase in the force applied to the elevators, the load factor increases rapidly as the
bank is increased.
 Additional back-elevator pressure increases the angle of attack, which results in an increase in drag.
 Power must be added to maintain the entry altitude and airspeed.



Eventually, as the bank approaches the airplane’s maximum angle, the maximum performance or
structural limit is being reached. If this limit is exceeded, the airplane will be subjected to excessive
structural loads, and will lose altitude, or stall.
The limit load factor must not be exceeded, to prevent structural damage.
During the turn, do not stare at any one object.
NOTE: To maintain altitude, as well as orientation, requires an awareness of the relative position of the nose,
the horizon, the wings, and the amount of bank.






Referencing the aircraft’s turn by watching only the nose will cause difficulty in holding altitude constant;
on the other hand, watching the nose, the horizon, and the wings can usually result in holding altitude
within a few feet.
If the altitude begins to increase, or decrease, relaxing or increasing the back-elevator pressure will be
required as appropriate. This may also require a power adjustment to maintain the selected airspeed.
A small increase or decrease of 1 to 3° of bank angle may be used to control small altitude deviations.
All bank angle changes should be done with coordinated use of aileron and rudder.
The rollout from the turn should be timed so that the wings reach level flight when the airplane is exactly
on the heading from which the maneuver was started.
While the recovery is being made, back-elevator pressure is gradually released and power reduced, as
necessary, to maintain the altitude and airspeed.
Private & Commercial Pilot Flight Training
Lesson Plan Notes:
Introduction
Steep turns are like normal turns, but everything is amplified - this allows you to really understand the
anatomy of a turning aircraft, and to perform it proficiently.
Motivation
 Although steep turns are not performed in every day flight, the aid the student in analyzing the forces
acting on an aircraft, and in developing fine control touch, coordination and division of attention.
DEVELOPMENT
 Explain the Design Maneuvering Speed VA.
 Explain the forces acting on an aircraft during a turn, including stability and overbanking tendencies
 Explain relationship of bank angle and load factor - Increase in AoA required to compensate for load
factor.
 Additional Power is needed since increased AoA develops additional drag
 Explain how increase in load factor increases stall speed
 Explain importance of coordinated use of aileron and rudder
INFLIGHT
 Altitude > 1500’, clear the area, choose a visual reference point, and note the heading and altitude.
 Establish Manufacturer’s recommended entry speed or VA, and perform a well coordinated roll into a
45° (or 50° for commercial) bank while adding power, and increasing back pressure.
 Explain the sight picture, and how to detect changes in aircraft bank and pitch based on the sight
picture
 Explain how to anticipate rollout (generally ½ bank angle)
 Demonstrate and emphasize smoothness, coordination, orientation & division of attention
POSTFLIGHT
 Conduct a critique and review procedures and techniques.
TEACHING NOTES
 Load factor: ratio of lift force produced by the wings to the weight of aircraft. During a bank the lift
force generated by the wings must increase greatly, so the VCOL can counteract the weight (TT2-69)
 Increasing back pressure increase the AOA, and due to the increased load factor more power must be
added to hold airspeed
 Wing loading is load supported by the wings divided by their area
 Maneuver should be performed <= VA due to load factors. Limiting load factor determines max bank
 Stall speed increases with the square root of load factor - Accelerated stall (>1g maneuvers)
 Review aerodynamics
 Shallow turns (less than 20° degrees) - inherent stability of the airplane levels the wings unless control
force is used to maintain the bank.
 Medium turns (20° to 45°) - airplane tends to hold a constant bank without control force on the
ailerons.
 Steep turns (>= 45°) - overbanking tendency of the airplane overcomes stability, and the bank tends to
increase unless pressure is applied to the aileron controls to prevent it (outside wing traveling further
in same amount of time . faster)
Steep Turns