Steep Turns

In this video we describe the technique and procedure for practicing and performing Steep Turns in the Cessna 172.

[flofontanella]

This is my go-to channel before and after every lesson, thank you!

[marktwain]

Fantastic lesson: simple, specific, and amply illustrated. Thank you!

[kurtreber]

My instructor told me "too, two and two"... roll too 45 degrees, add two hundred rpm, and two full turns of nose-up trim. Seemed like a good start to the maneuver.

[wlzaviation]

Love this video! The way you explain make it clear and easy to absorb.

[stripeboy]

I go to ASU but I love watching your videos

[paulbergman]

The horizon reference may be great in Florida, but in the West in Washington, there is often no level horizon for 300-330 or more degrees, so looking at your instruments is more important, like an IFR turn. The only good outside reference may be your roll out visual point coming into view in tune last 30 degrees.

[Djahmes]

The best way I do it is I trim before starting the steep turn "one" "two" to relieve pressure, then I think of "Cutting the Horizon" until reaching 20 degrees ahead of heading and landmark to avoid overshooting. Power at 2200 RPM

[jimmydulin]

Very good lesson on how to make a 45 degree bank level 360 turn in the most dangerous way to actually make a 180 degree course reversal during maneuvering flight as with crop dusting or emergency landing or 90 degree base to final turn so far out that we wouldn't be descending from pattern altitude. In Ag work we make the 180 degree return to target (back and forth pattern) or 180 degree race track, but no 360 we always allow the nose to go down naturally in the turn so as not to stall. In the emergency landing we don't want to make a 360 but rather maneuver to a suitable forced landing site. In the base to final turn there is a lot of teaching about avoiding skidding the nose to prevent overshooting the centerline extended.

We need to teach and encourage using the dynamic neutral stability designed into the airplane to prevent stall in turns. The airplane is designed so that it cannot stall itself. A pilot pulling back on the stick is required. Sound familiar? I understand maneuvers that teach various control applications, but why only teach the dangerous way to make steep turns? Wolfgang, in Stick and Rudder encouraged us to pay attention to what the airplane wants to do. In steep turns, actually all turns, what does the airplane want to do. Maintaining altitude in turns, which might cause stall, is a fine instrument high altitude orientation. No, not at 45 degree bank angle. It is a tremendously dangerous low altitude orientation where airspeed and not altitude is life. We have to encounter maneuvering flight twice every time we fly: takeoff and landing. Why not have some maneuvers that orient, teach, emphasize how to turn safely down low like a crop duster? A thousand feet is not safe if we stall to maintain it. And pilots generally don't lead rudder in turns, especially steep turns, and so are not really coordinated. The nose yaws the wrong way first. Does indoctrination in not skidding in the base to final turn subconsciously instill non-coordinated turns? Lead rudder. Rudder pulls aileron not the opposite. Rudder yaw is true, not adverse.

The airplane can be turned at any bank angle without causing load factor. To make a 45 degree or steeper or any turn, simply relax any back pressure and your turn will be 1 g. Yes, the nose will go down as designed. Yes, you will give up altitude in order to not stall. Power is helpful as long as we have more, but it is limited. The potential energy of altitude, altitude is airspeed as Wolfgang says, is plentiful. We old crop dusters find 200 feet of it to be quite adequate for any turn of any bank angle.

In today's high tech world, we need the numbers orientation of PTS/ACS. We need to also know how to fly safely managing all energy available.

[cowgirl]

When I did a steep turn, I hit my own wave and got scared lol

[mrbossten]

In the Bahamas the sky and water almost blends. No real horizon. Boy does the plane want to dive . Maintaining back pressure is key

[grigorybykovskiy]

9:25 Perform the manoeuvre in the opposite direction (as specified by the examiner)


What do you try to say by that?
1) The examiner told me to take left manoeuvre but I do the right one? ))))?"
Or
2) The examiner told me to take left but before left manoeuvre take a short right then left as I am on the bus and it is not enough space to make a u-turn?

[Neptune]

My next lesson we are going to be practicing s turns and banked turns I’ll probably be watching this video a few more time

[flybobbie]

Don't think i have ever flown a plane that could hold the manufacturers recommended entry speed for steeps turns, just not enough power on the average Cessna or Piper used for training.

[futuregodkingoftheuniverse]

I tried steep turns for the first time yesterday, but my problem is I’m having trouble focusing on the heading, bank angle, altitude and airspeed all at the same time. Any advice?

[quikq]

For the standards, are those the standards for the check ride?

[skipwood]

I am curious. about steep turns. When the international fatal accident rate shows that most were in the traffic pattern and on base to final, why aren't steep turns taught with flaps extended? That would seem practical to familiarize a student as to what they might encounter on that famous base to final overshoot. Standing by.

[stevenreiss]

v. good and informative - maybe try in simulator first.

[acaciaTF]

Trimming a 45 deg turn, a transitional manoeuvre?? I don't think so, its not needed either.

[kachunli]

..and kiss the strip stream...after a good steep turn

[grigorybykovskiy]

9:25 Perform the manoeuvre in the opposite direction (as specified by the examiner)


What do you try to say by that?
1) The examiner told me to take left manoeuvre but I do the right one? ))))?"
Or
2) The examiner told me to take left but before left manoeuvre take a short right then left as I am on the bus and it is not enough space to make a u-turn?