Steep Turns

This page covers Task A. Steep Turns from the FAA-S-ACS-6C Private Pilot Airman Certification Standards.

Elements of Steep Turns

1. Relationship of bank angle, load factor, and stalling speed.
   • Recall: stall is a function of angle-of-attack, and a stall can happen at any airspeed
   • Dominant physics here are the same as those in single engine
   • Relationship between bank angle and load factor is not linear
     • It varies like $\frac{1}{\cos (\varphi )}$, which is what is plotted below
   • Note also how to calculate maneuvering speed at weight less than max gross
     • $V_{\text{A}}=V_{\text{A,max}}\sqrt{\frac{W_{\text{act}}}{W_{\text{max}}}}$
     • Aviation Stackexchange: Why does maneuvering speed vary with weight?

Angle of bank changes load factor in level flight. FAA-H-8083-25B Pilot's Handbook of Aeronautical Knowledge Chapter 5: Aerodynamics of Flight Figure 5-53

2. Overbanking tendency.
   • In a turn, the outside wing travels at a faster airspeed than the inside wing and, as a result, it develops more lift
   • This creates an overbanking tendency that needs to be controlled by the use of opposite aileron when the desired bank angle is reached

Overbanking tendency. FAA-H-8083-3C Airplane Flying Handbook Chapter 3: Basic Flight Maneuvers Figure 3-15

3. Torque effect in right and left turns.
   • Torque effect (for planes with props that rotate clockwise from pilot's view) will tend to roll the plane to the right
   • This asymmetry may be apparent during steep turns
   • However, it's likely that other asymmetries will be more dominant, such as the following for example
     • Sight picture
     • Even throttle application
4. Selection of a suitable altitude.
   • Start at an altitude that ensures a minimum of 3,000' AGL will be maintaned throughout the entire maneuver
     • Don't have a great reference, closest is Commercial Pilot - Airplane Airman Certification Standards (FAA-S-ACS-7A) that specifies minimum altitudes for other maneuvers
       • The minimum is typically 1,500 AGL for any maneuvers, and where there is a difference in the minimums for multiengine they are increased to 3,000' AGL
       • Thus a minimum of 3,000' AGL seems reasonable for steep turns
     • The Baron POH, as an example, only specifies minimum 5,000' AGL for $V_{\text{MC}}$ demo, but not for any other maneuvers
   • More altitude is always good
5. Orientation, division of attention, and planning.
   • Use a spot on the windshield, glarshield, or compass and keep that on the horizon
   • To correct altitude deviations can use a combination of bank and pitch changes
6. Entry and rollout procedure.
   • Perform CHAPS
   • Select a visual reference
   • Two 360° turns in opposite directions at a 50° bank angle
   • Add power on roll-in followed by nose-up trim
   • Start rollout 20 degrees before target heading
7. Coordination of flight and power controls.
8. Altitude, bank, and power control during the turn.
9. Proper recovery to straight-and-level flight.
   • During rollout return the nose-up trim that was added on the roll-in back to where it was
   • Reduce power back to where it was on entry
   • Perform cruise checklist

Common Errors Related to Steep Turns

1. Improper pitch, bank, and power coordination during entry and rollout.
2. Uncoordinated use of flight controls.
3. Improper procedure in correcting altitude deviations.
4. Loss of orientation.

Additional common errors are listed in FAA-H-8083-3C Airplane Flying Handbook Chapter 10: Performance Maneuvers on page 10-3.

References

• FAA-H-8083-3C Airplane Flying Handbook
  • Chapter 10: Performance Maneuvers
    • Page 10-1
• FAA-H-8083-25B Pilot's Handbook of Aeronautical Knowledge
  • Chapter 5: Aerodynamics of Flight
    • Page 5-22: Forces in Turns
    • Page 5-34: Load Factors in Steep Turns