• Skip to primary navigation
  • Skip to main content
  • Skip to primary sidebar

Flight Literacy

Flight Training Educational Materials

  • Home
  • Basic Flight Training
    • Basic Aircraft Flight
    • Aeronautical Knowledge
    • Airplane Ownership – General Aviation Information
  • Advanced Flight Training
    • Instrument Flight Rules
    • Instrument Procedures
    • Flight Navigation
    • Aircraft Weight and Balance
    • Advanced Avionics
    • Risk Management
    • Aviation Instructor Training
    • Glider Flying
    • Weight-Shift Control Aircraft Flight
    • Helicopter Flight Training
    • Advisory Circulars
  • Training Aids
  • Tip Jar
You are here: Home / Weight-Shift Control Aircraft Flight / WSC Flight Maneuvers / Steep Turn Performance Maneuver
Regretfully, FlightLiteracy (formerly FlightLearnings) will be turning out the lights after fifteen years. Google, in its infinite wisdom, has chosen to remove FlightLiteracy from its search results (the claim is that the content on this site is spam). We appealed their decision to shut us down, to no avail.

Unfortunately, since Google has a monopoly over internet search, this means that traffic levels on the site will drop to a level that makes maintaining it uneconomic. As time progresses, we will no longer be able to maintain the server space and will remove the site from the internet. Thanks to all who have supported us over the years.

To fight back against the monopolistic practices of companies like Google, we recommend using a competing search engine such as Brave (you get the added benefit of not being spied on by Big Tech) and advocating for anti-trust legislation from your representatives.

Steep Turn Performance Maneuver

Filed Under: WSC Flight Maneuvers

The objective of the steep turn performance maneuver is to develop the smoothness, coordination, orientation, division of attention, and control techniques necessary for the execution of maximum performance turns when the aircraft is near its performance limits. Smoothness of control use, coordination, and accuracy of execution are the important features of this maneuver.

The steep turn maneuver consists of a level turn in either direction using a bank angle between 45° to 60°. This causes 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 aircraft’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. [Figure 6-19]

Figure 6-19. Steep turns.
Figure 6-19. Steep turns.

An aircraft’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 aircraft’s turning performance is limited by the amount of power its engine is developing, its limit load factor (structural strength), and its aerodynamic characteristics. Do not exceed the maximum bank angle limitation in the POH. For example, a maximum 60° bank angle is a limit used by many manufacturers.

How to Fly an AirplaneFlight Literacy Recommends

Rod Machado's How to Fly an Airplane Handbook – Learn the basic fundamentals of flying any airplane. Make flight training easier, less expensive, and more enjoyable. Master all the checkride maneuvers. Learn the "stick and rudder" philosophy of flying. Prevent an airplane from accidentally stalling or spinning. Land a plane quickly and enjoyably.

The pilot should realize the tremendous additional load that is imposed on an aircraft as the bank is increased beyond 45°. During a coordinated turn with a 60° bank, a load factor of approximately 2 Gs is placed on the aircraft’s structure. Regardless of the airspeed or the type of aircraft involved, a given angle of bank in a turn during which altitude is maintained always produces 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 aircraft that stalls at 40 knots in level flight stalls at nearly 57 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 is quite rapid. After establishing the manufacturer’s recommended entry speed or the design maneuvering speed, the aircraft should be smoothly rolled into a selected bank angle between 45° to 60° and the throttle increased to maintain level flight. Always perfect the steep turn at 45° and slowly work up to higher bank angles. As the turn is being established, control bar forward 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, the pilot finds that considerable force is required on the control bar and increased throttle is required to hold the aircraft in level flight—to maintain altitude. Because of this increase in the force applied to the control bar, the load factor increases rapidly as the bank is increased. Additional control bar forward pressure increases the angle of attack, which results in an increase in drag. Consequently, power must be added to maintain the entry altitude and airspeed.

During the turn, the pilot should not stare at any one object. Maintaining altitude, as well as orientation, requires an awareness of the relative position of the forward tube and the horizon. The pilot must also be looking for other aircraft mainly towards the direction of the turn while glancing at the instruments to make sure the airspeed and altitude are being maintained. If the altitude begins to increase or decrease a power adjustment may be necessary to maintain the altitude if the bank angle and speed are maintained. All bank angle changes should be done with coordinated use of pitch and throttle control.

The rollout from the turn should be timed so that the wings reach level flight when the aircraft is exactly on the heading from which the maneuver was started. While the recovery is being made, forward bar pressure is gradually released and power reduced, as necessary, to maintain the altitude and airspeed.

Common errors in the performance of steep turns are:

  • Failure to adequately clear the area.
  • Excessive pitch change during entry or recovery.
  • Attempts to start recovery prematurely.
  • Failure to stop the turn on a precise heading.
  • Inadequate power management resulting in gaining or losing altitude.
  • Inadequate airspeed control.
  • Poor roll/pitch/power coordination.
  • Failure to maintain constant bank angle.
  • Failure to scan for other traffic before and during the maneuver.

Flight Literacy Recommends

Rod Machado's Private Pilot Handbook -Flight Literacy recommends Rod Machado's products because he takes what is normally dry and tedious and transforms it with his characteristic humor, helping to keep you engaged and to retain the information longer. (see all of Rod Machado's Products).
-->

Primary Sidebar

SEARCH FLIGHT LITERACY

Basic Flight Training

Basic Aircraft Flight
Aeronautical Knowledge
Airplane Ownership - General Aviation
Training Aids

Advanced Flight Training

Instrument Flight Rules
Instrument Procedures
Flight Navigation
Aircraft Weight and Balance
Advanced Avionics
Risk Management
Aviation Instructor Training
Glider Flying
Weight-Shift-Control Aircraft
Helicopter Flight Training
Aircraft Mechanic (flight-mechanic.com)

Contact Us | Privacy Policy | Terms of Use
Easy Campfire Recipes | Recipe Workbook


Please help support our work
HIT THE TIP JAR

Copyright © 2023 FlightLiteracy.com




.