Private pilot · ACS PA.V.A · Instructor lesson plan

Steep Turns

Student pack: Train: Steep Turns · Full lesson: Prepare guide

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1 · Objective

By the end of this lesson your student can explain steep turns in their own words, apply it in a realistic situation, and fly it to the ACS standard for PA.V.A.

Why it matters for safety: Steep turns teach what happens to the airplane in a hard turn: the load factor, the higher stall speed and the overbanking tendency. Pilots meet those forces when they turn steeply to avoid traffic or terrain, or tighten a turn to final. Knowing them, and keeping the airplane coordinated, prevents the accelerated stall and spin close to the ground.

2 · Assign before the lesson

Pre-work: the free Train pack, Steep Turns. A 360° turn at 45° of bank: hold altitude with back pressure and power, and roll out on heading.

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Pack: pilotprep.pro/train/ppl/steep-turns · Full lesson: pilotprep.pro/prepare/ppl/steep-turns

3 · Teach sequence

Key points to land

Enter at the manufacturer's recommended speed; only if there isn't one, at a speed not exceeding maneuvering speed (VA, or VO where the POH uses it). Roll into a coordinated 45° bank.(Private Pilot ACS (FAA-S-ACS-6C), PA.V.A.S2-S3)
In a level 45° bank the load factor is about 1.4 G, so the stall speed is about 19% higher: an accelerated stall can happen well above the normal stall speed.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
More bank needs more back pressure to hold altitude, and usually more power to hold airspeed. If the nose drops and you start descending, reduce the bank first, then raise the nose; pulling harder at steep bank only tightens the turn and loads the airplane.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers (steep turns))
Overbanking tendency: at steep bank angles the outside wing moves faster and makes more lift, so you hold a little opposite aileron.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
VA goes down as weight goes down: adjusted VA = published VA × √(actual weight ÷ maximum weight). For example, 100 knots at gross is about 89 knots at 80% of gross. Use the POH lower-weight value when it gives one.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
Lead the rollout by about half the bank angle, and release back pressure as you roll out to avoid climbing.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers (steep turns))
Checkride standard: altitude ±100 feet, airspeed ±10 knots, bank ±5°, roll out on heading ±10°.(Private Pilot ACS (FAA-S-ACS-6C), PA.V.A.S5)

How it’s flown

Clear the area with clearing turns, pick a heading reference outside, and set the entry speed: the manufacturer's recommended speed, or if there isn't one, no faster than VA.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers (steep turns))
Roll smoothly into a coordinated 45° bank. Begin adding back pressure and power smoothly before the bank reaches 30°, so the higher angle of attack is in place before any altitude is lost.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers (steep turns))
Fly it by the outside picture: the nose and both wingtips against the horizon set the pitch and the bank. Use the altimeter only as a quick cross-check, never fly the maneuver on instruments, and make specific corrections (a few degrees of bank, a small pitch change) so the bank stays within ±5°.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers (steep turns))
Trim is optional and depends on the airplane and instructor. If you trim nose-up to relieve the back pressure in the turn, take that trim out, with the back pressure and the added power, as you roll out, or the airplane will balloon. If you don't trim, hold the pressure.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers (steep turns))
Begin the rollout about half the bank angle (about 20°) before the entry heading, release back pressure and reduce power to the entry setting.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers (steep turns))

The aerodynamics

In a level turn, the lift has to hold up the weight and also turn the airplane, so the total lift and the load factor go up with bank: about 1.4 G at 45°, 2 G at 60°.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
Stall speed rises with the square root of the load factor: about 19% higher at 45°, 41% higher at 60°. A stall at that higher speed is an accelerated stall.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
Maneuvering speed (VA): at or below it, a single full, abrupt deflection of one control in one axis will stall the airplane before it exceeds its limit load factor. It doesn't protect against several controls at once, repeated or reversed inputs, or gusts, and it isn't permission for abrupt control use. VA is lower at lighter weight.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
Overbanking tendency: in a steep turn the outside wing travels faster than the inside wing, makes more lift and keeps increasing the bank, so hold slight opposite aileron.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
At a given airspeed, more bank gives a faster rate and a smaller radius of turn; at a given bank, more airspeed gives a slower rate and a larger radius.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
Keep the turn coordinated with rudder: adverse yaw on roll-in and roll-out, and the ball centered throughout.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers (steep turns))
A skid (too much inside rudder) is the dangerous case: the low inside wing stalls first and the airplane rolls further into the turn, toward a spin. In a slip, the high wing stalls first and the airplane tends to roll back toward level. Holding opposite aileron against the overbanking tendency while also holding inside rudder and back pressure is the classic cross-control stall setup.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)

Eyes outside, coordinated, and safe

Divide your attention: the horizon and the reference outside first, then quick checks of altitude, airspeed and the ball. Staring inside loses the maneuver and the traffic.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Reference Maneuvers)
Clear the area with clearing turns before you start, and keep scanning: other airplanes practice maneuvers in the same areas.(AC 90-48, Pilots' Role in Collision Avoidance)
Fly steep turns at an altitude high enough to recover from a stall or spiral; never maneuver this way close to the ground, where an accelerated stall leaves no room to recover.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
If you become disoriented or distracted, roll wings level and fly the airplane, then start again.(Risk Management Handbook (FAA-H-8083-2A))
Keep the ball centered. A skid (too much rudder toward the turn) or a slip at high load factor and low speed is how a stall becomes a spin.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)

Watch for in the airplane: Your instructor watches whether you clear the area, hold the bank with the nose on the horizon, add back pressure and power at the right time, keep the ball centered, divide attention outside and inside, and lead the rollout.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

Recall · What is the load factor in a level 45° banked turn?
A strong answer: About 1.4 G. The stall speed goes up about 19%.
Understand · Why does VA get lower when the airplane is lighter?
A strong answer: A lighter airplane reaches its limit load factor at a lower speed, because the same control input produces more acceleration on less mass. So the speed where it stalls before overstressing is lower.
Apply · Halfway around the turn you’ve lost 150 feet. What do you do?
A strong answer: That's already outside the ±100 foot standard, so fix it now: reduce the bank first with coordinated aileron and rudder, then add back pressure to climb back to altitude, then return to 45°. Pulling harder at full bank tightens the turn, raises the load factor and stall speed, and can become a descending spiral. For small deviations, vary the bank a few degrees.

Scenarios to talk through

You’re flying alone with little fuel, so the airplane is well below gross weight. The POH gives VA at gross weight. What speed do you use?
Sound decision: Less than the published VA: VA × √(actual ÷ maximum weight), so about 89 knots at 80% of gross if VA is 100. Use the POH’s lower-weight value if it gives one.
In a steep turn to the left the ball moves to the right and the turn feels tight. What’s happening, and what do you do?
Sound decision: A skid: too much left rudder for the bank. Reduce left rudder until the ball centers. A skid at high load factor can lead to a spin if the airplane stalls.
Turning to avoid an airplane that appeared suddenly, you roll into 60° of bank and pull hard. What should you be aware of?
Sound decision: At 60° the load factor is 2 G and the stall speed is about 41% higher. Pull only enough to avoid the threat, and relax back pressure if you feel buffet.

5 · Common student errors

Losing altitude on entry.
Why it matters: Back pressure is added too late as the bank increases.
How to correct it: Start back pressure and power smoothly before the bank reaches 30°.
Using trim ineffectively.
Why it matters: Nose-up trim left in on rollout makes the airplane climb; fighting it mid-turn spoils the attitude.
How to correct it: Decide whether you'll trim; if you do, remove it with the back pressure and power on rollout.
Letting the bank creep steeper.
Why it matters: The overbanking tendency increases the bank, and the nose drops.
How to correct it: Hold slight opposite aileron and watch the bank. If you're already descending, shallow the bank first, then recover altitude, then roll back to 45°.
Pulling harder to stop a descent at full bank.
Why it matters: With the bank steep, back pressure mostly tightens the turn and raises the load factor toward an accelerated stall.
How to correct it: Reduce bank, then pitch, then re-establish the bank.
Climbing on rollout.
Why it matters: Back pressure isn’t released as the wings level.
How to correct it: Release back pressure and reduce power as you roll out.

6 · Completion standard

Entry at the manufacturer's recommended speed, or if none, not exceeding VA; a coordinated 360° turn at about 45° of bank, in both directions as asked.
Altitude ±100 feet, airspeed ±10 knots, bank ±5°, roll out on the entry heading ±10°.
Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
They talk through the scenarios and reach a safe, legal decision, explaining why.
They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on PA.V.A: pilotprep.pro/exam?exam=PPL&focus=PA.V.A

7 · References

Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers; Ground Reference Maneuvers
Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Aerodynamics of Flight
14 CFR Part 91, 91.119 Minimum safe altitudes
AC 90-48, Pilots' Role in Collision Avoidance
Private Pilot ACS (FAA-S-ACS-6C), Area V
Your airplane's POH/AFM, maneuvering speed and limitations
Airman Certification Standards, task PA.V.A

PilotPrep instructor lesson plan, from the Steep Turns lesson (checked against current FAA sources 2026-11-12). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.