Steep Turns: Airplane Flying Handbook Ch. 9

Handbook Reference

AFH Ch 9

9.steep-turns. Steep Turns

Steep turns are a performance maneuver designed to develop a pilot's smoothness, coordination, orientation, division of attention, and control technique. The maneuver consists of one or more 360° turns in either direction at a bank angle of approximately 45° for the private pilot practical test and 50° for the commercial pilot practical test, while maintaining altitude (±100 feet), airspeed (±10 knots), and bank (±5°), and rolling out on the entry heading (±10°).

Aerodynamic Background

In a level coordinated turn, the horizontal component of lift turns the airplane while the vertical component must equal weight to maintain altitude. As bank angle increases, total lift must increase to keep the vertical component equal to weight. This added lift is produced by increasing angle of attack (back pressure on the elevator), which simultaneously increases load factor and induced drag.

Load factor in a level turn is given by:

Load factor (G) = 1 / cos(bank angle)

Useful values:

30° bank → 1.15 G
45° bank → 1.41 G
50° bank → 1.56 G
60° bank → 2.00 G

Because stall speed increases with the square root of load factor, the accelerated stall speed at 45° of bank is roughly 1.19 × Vs1, and at 60° of bank is 1.41 × Vs1. Steep turns must therefore be entered at or below the airplane's design maneuvering speed (Va) to ensure that any aggressive control input results in an aerodynamic stall before structural damage occurs.

Entry Procedure

Clear the area with two 90° clearing turns (or one 180°), checking for traffic above, below, and on both sides.
Select a prominent visual reference on the horizon ahead and note the entry heading on the heading indicator.
Establish the manufacturer's recommended entry airspeed — typically maneuvering speed (Va) or the airspeed specified in the POH, often around 95 KIAS in a typical training airplane.
Smoothly roll into a coordinated 45° bank (or 50° for commercial) using coordinated aileron and rudder.
As bank passes approximately 30°, begin smoothly adding back pressure to maintain the vertical lift component, and add power (typically 100–200 RPM or a small MP increase) to overcome the increased induced drag and hold airspeed.
Apply a slight amount of nose-up trim as required to relieve control pressures (technique varies by instructor and aircraft).

Maintaining the Turn

Divide attention between outside visual references (pitch attitude relative to the horizon) and a quick scan of altimeter, attitude indicator, airspeed, and VSI. The horizon should appear to cut across the cowling at a consistent point. Common corrections:

Altitude loss: usually caused by insufficient back pressure or letting the bank steepen. First reduce bank by 5°, then re-establish altitude with elevator, then return to 45°.
Altitude gain: relax back pressure slightly, or allow the bank to increase a few degrees.
Airspeed decay: add power; ensure pitch attitude is not excessive.

Recovery (Rollout)

Lead the rollout by approximately one-half the bank angle — about 20°–25° prior to the entry heading for a 45° bank. As the wings approach level:

Smoothly release back pressure to prevent a climb (the vertical lift component is increasing as bank decreases).
Reduce power to the original cruise setting.
Re-trim as required.
Roll out on heading, at altitude, and at entry airspeed.

If the maneuver calls for a reversal, roll directly through wings level into the opposite 45° bank, smoothly transitioning back pressure and rudder coordination.

Common Errors

Failure to adequately clear the area.
Inadequate pitch control during entry, causing altitude loss.
Allowing the bank to increase past 45°/50° (overbank tendency in steep turns).
Failure to add power, resulting in airspeed decay.
Uncoordinated use of controls (skid or slip indicated by the inclinometer ball).
Fixating on instruments instead of the horizon.
Rolling out late or early because the lead point was misjudged.
Pulling abruptly into a secondary or accelerated stall, particularly during recovery from an unusual altitude excursion.

Overbanking Tendency

In steep turns, the outside wing travels faster than the inside wing, producing more lift and a tendency for the bank to increase on its own. The pilot must apply a slight amount of opposite (top) aileron to hold the bank constant — this is normal and does not indicate uncoordinated flight, provided the ball remains centered with appropriate rudder.

Mastery of steep turns builds the foundation for emergency maneuvering, evasive turns, and instrument unusual attitude recoveries, and demonstrates that the pilot can control the airplane decisively at the edge of its normal operating envelope.

Oral Exam Questions a DPE Might Ask

Q1What is the load factor in a level 45° banked turn, and why does it matter?

Load factor equals 1/cos(bank), so a 45° bank produces about 1.41 G. It matters because stall speed increases with the square root of load factor — roughly 19% higher at 45° — and the airframe must support the added G load.

Q2Why does the airplane tend to overbank in a steep turn, and how do you correct for it?

The outside wing travels faster than the inside wing and generates more lift, causing the bank to increase on its own. The pilot applies a small amount of opposite (top) aileron to hold the bank constant while keeping the ball centered.

Q3What are the private pilot ACS tolerances for a steep turn?

Maintain entry altitude ±100 feet, airspeed ±10 knots, bank of 45° ±5°, and roll out on the entry heading ±10°, while performing a coordinated 360° turn in each direction.