Steep Turns
Private Pilot ACS · Area V · Task A · FAA-H-8083-3
Everything you need to know about Steep Turns for your private pilot checkride. Aligned to FAA-S-ACS-6C Task V-A, covering steep turns.
Steep Turn Standards §
Bank angle: Exactly 45 degrees.
ACS tolerances: Altitude ±100 ft, airspeed ±10 kts, rollout heading ±10° of entry heading. Minimum 360° continuous turn — usually 360° one direction, then 360° the other direction.
Setup: Perform clearing turns. Entry speed at or below Vno. Note entry heading.
During turn: As bank increases to 45°, load factor increases to 1.41g. Must add back pressure to maintain altitude. Small power addition helps maintain airspeed.
Rollout: Lead the rollout by approximately half the bank angle (≈22° before target heading).
ACS tolerances: Altitude ±100 ft, airspeed ±10 kts, rollout heading ±10° of entry heading. Minimum 360° continuous turn — usually 360° one direction, then 360° the other direction.
Setup: Perform clearing turns. Entry speed at or below Vno. Note entry heading.
During turn: As bank increases to 45°, load factor increases to 1.41g. Must add back pressure to maintain altitude. Small power addition helps maintain airspeed.
Rollout: Lead the rollout by approximately half the bank angle (≈22° before target heading).
AFH Ch.8; ACS PA.V.A
Aerodynamics at 45° §
Load factor = 1/cos(45°) = 1.41g.
Stall speed increases by √1.41 ≈ +19% over normal Vs.
The aircraft requires more lift (more AoA) at the same airspeed — if back pressure is not maintained, the nose drops and altitude is lost.
Common errors: Insufficient back pressure → altitude loss. Too much back pressure → altitude gain, possible secondary stall. Not leading the rollout → overshooting heading. Airspeed decay from inadequate power management.
Stall speed increases by √1.41 ≈ +19% over normal Vs.
The aircraft requires more lift (more AoA) at the same airspeed — if back pressure is not maintained, the nose drops and altitude is lost.
Common errors: Insufficient back pressure → altitude loss. Too much back pressure → altitude gain, possible secondary stall. Not leading the rollout → overshooting heading. Airspeed decay from inadequate power management.
PHAK Ch.4