Commercial pilot · ACS CA.V.A
Steep Turns
The commercial steep turn is steeper (about 50° against the private 45°) with the same tolerances: a full 360° each way, flown by attitude with quick instrument checks.
Why this one matters
Steep turns live at high load factor, where the stall speed climbs and an uncoordinated pull can stall one wing first. Pilots get there in real life by tightening a turn to avoid traffic or to line up with a runway. Practicing them builds the coordination and attention split that keep a steep bank under control.
Can’t miss
- •Enter at the POH recommended speed or, if none, at or below maneuvering speed (VA), which is lower at lighter weights.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.V.A.S2; PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
- •Roll into a coordinated 360° turn at about 50° of bank, then the same in the opposite direction.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.V.A.S3-S4)
- •Load factor at 50° is about 1.56 G, raising the stall speed by about 25%: an accelerated stall can happen well above the normal stall speed.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
- •Add back pressure and power as you roll in, generally before 30° of bank, to hold altitude from the start; hold some opposite aileron against the overbanking tendency. If you start descending, reduce the bank first, add power, then raise the nose with gentle back pressure.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
- •More bank at the same speed means a higher rate of turn and a smaller radius.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
- •Start the rollout half the bank angle (about 25° at 50°) before the entry heading. As the wings level, take off together the back pressure, the extra power and any nose-up trim you added, or you will climb.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
- •Commercial standard: altitude ±100 feet, airspeed ±10 knots, bank ±5°, rollout on the entry heading ±10°.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.V.A.S5)
What you should know
Flying it K1
- Clear the area, set the entry speed, pick a reference on the horizon for the entry heading.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
- Roll smoothly to about 50°, adding back pressure and power as the bank builds, generally before it reaches 30°, to hold altitude. Note the nose position on the horizon and hold it.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
- Hold the bank with a little opposite aileron, keep coordinated with rudder, trim if it helps, and check altitude often.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
- Lead the rollout by about half the bank angle (about 25°), release back pressure, reduce power and roll off any nose-up trim as you roll level, then reverse into the other direction.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
The aerodynamics K2
- Load factor rises with bank: about 1.56 G at 50° and 2 G at 60°. Stall speed rises with the square root of load factor: about 25% at 50°, 41% at 60°.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
- Maneuvering speed (VA) is lower at lighter weights: work out the number before flight, VA at gross × √(actual weight ÷ gross weight). Above VA, a full or abrupt control input can overstress the airplane before it stalls.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
- Overbanking tendency: in a steep turn the outer wing moves faster and makes more lift, so the bank tends to increase; hold some opposite aileron.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
- Rate of turn increases and radius decreases with more bank at the same speed; more speed at the same bank widens the turn.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
- Coordination matters most here: a skid at high load factor can stall the lower wing first and roll the airplane into a spin.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
Doing it safely R1 · R2 · R3 · R4 · R5
- Clear the area with clearing turns before every maneuver, and keep scanning: you're turning, climbing and descending through other airplanes' airspace.(AC 90-48, Pilots' Role in Collision Avoidance)
- The ACS sets no minimum altitude for steep turns, but finish (and any recovery) no lower than about 1,500 feet AGL, as the AFH recommends: enter well above it, away from terrain.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
- Divide attention: outside references for attitude and orientation, quick glances inside for altitude and airspeed. Fixating on one instrument is how errors grow.(Risk Management Handbook (FAA-H-8083-2A))
- Keep the ball centered. Uncoordinated flight at high angles of attack is the setup for an accelerated or cross-controlled stall and a spin.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
- Distraction, poor task priorities, lost situational awareness and disorientation: fly the airplane first, re-establish orientation on outside references and the instruments, and abandon the maneuver if you lose it.(Risk Management Handbook (FAA-H-8083-2A))
On the flight
ACS standards
- Approximately 50° of bank, ±5°; altitude ±100 feet; airspeed ±10 knots; roll out on the entry heading ±10°.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.V.A.S3, S5)
What your instructor is watching for
Your instructor watches the clearing turns, a smooth roll-in with back pressure and power added on time, a steady nose position on the horizon, bank held against overbanking, the ball centered, and a led rollout on heading.
Scenarios
Decide what you would do first, then see the worked answer.
You're flying solo, 300 pounds under gross, and the POH lists VA only at maximum weight.
What entry speed do you use? See the worked answer
Work it out: published VA × √(actual weight ÷ gross weight). Maneuvering speed decreases with weight. Use the POH recommended entry speed if there is one, and stay below the reduced VA.
PHAK (FAA-H-8083-25C), Aerodynamics of Flight
In the turn you feel a buffet and the airplane starts to roll further into the bank.
What is happening, and what do you do? See the worked answer
An accelerated stall is starting. Release back pressure, then add power once the wings are level, and don't pull to regain altitude too soon, which can cause a secondary stall. Level the wings with coordinated aileron and rudder, then recover altitude.
PHAK (FAA-H-8083-25C), Aerodynamics of Flight
You roll out exactly on the entry heading but 120 feet high.
What caused it? See the worked answer
Not releasing back pressure as the bank came off; the lift that held the turn becomes a climb. Release pressure and reduce power as you roll out.
Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers
Common mistakes
Losing altitude on entry.
Back pressure and power came late.
Instead: Start adding them as the bank builds, generally before 30°.
Letting the bank increase.
The overbanking tendency at steep banks.
Instead: Hold a little opposite aileron and watch the horizon.
Staring at the altimeter.
Attitude drifts while you read instruments.
Instead: Fly the nose on the horizon; glance in, then back out.
Now train it
Say it out loud, hear it asked, and take the quick check in this lesson’s practice pack. It tracks your shaky spots.
Got it?
When it feels solid, practice steep turns out loud with our examiner.
Your progress is saved in this browser. Create a free account to keep it on every device, with your shaky spots and mock oral results in one place.
Go to the source (free)
Teaching this? The instructor lesson plan →
Sources
- 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
- AC 90-48: Pilots' Role in Collision Avoidance
- Commercial Pilot ACS (FAA-S-ACS-7B): Area V
- Your airplane's POH/AFM: speeds and limitations
Study aid, not FAA guidance. Regulations change; check the current text at eCFR and the ACS. Checked against current sources 2026-11-13.