Private pilot · ACS PA.VIII.D
Turns to Headings (Instruments)
Turning to headings on instruments: a standard-rate, coordinated turn, holding altitude, and a timely rollout.
Why this one matters
The standard escape from inadvertent IMC is a careful 180° turn back to where the weather was good. A turn flown too steeply or uncoordinated on instruments can become a spiral; a standard-rate, coordinated turn gets you back out under control.
Can’t miss
- •A standard-rate turn is 3° per second: 360° in two minutes. The turn coordinator shows it.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- •Bank for a standard-rate turn is about 15% of true airspeed (about 15° at 100 knots).(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- •As you roll in, raise the pitch slightly to replace the lost vertical lift and add power as needed to hold the airspeed; on rollout, reduce both back. Verify on the altimeter, airspeed indicator and VSI, and keep the ball centered.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- •Roll out about half the bank angle before the heading. Never use more bank than the degrees of heading change remaining (for a 10° change, about 10° of bank), keeping full standard rate for larger changes.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- •The heading indicator is the reference for turns, but it doesn't seek north: set it from the compass before flight and realign it about every 15 minutes, only in straight, level, unaccelerated flight. The magnetic compass has turning errors.(Instrument Flying Handbook (FAA-H-8083-15B), Flight Instruments)
- •The 180° turn escape from inadvertent IMC comes after you've stabilized (wings level, attitude and airspeed under control, trimmed), and works only if clear conditions are known to be directly behind you. If you climbed into a cloud base, the escape is a wings-level descent back out of the bottom, terrain permitting. Hold altitude, or climb to a safe one if terrain is in doubt, and get ATC help early.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures (inadvertent flight into IMC))
- •Checkride standard: altitude ±200 feet, standard rate, roll out on heading ±10°, airspeed ±10 knots.(Private Pilot ACS (FAA-S-ACS-6C), PA.VIII.D.S1)
What you should know
The instruments and the scan K1 · R5 · R6
- Attitude instrument flying uses control instruments (the attitude indicator and the power instruments) to set pitch, bank and power, and performance instruments (altimeter, airspeed, VSI, heading indicator, turn coordinator) to check the result.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- Scan with the attitude indicator at the center: glance out to each performance instrument and back to the attitude indicator, adjusting as needed.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- Three scan errors: fixation (staring at one instrument), omission (leaving one out) and emphasis (relying on one instead of cross-checking).(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- Primary and supporting instruments: for each of pitch, bank and power, one instrument is primary (the one that shows the target you're holding) and others support it. In level flight, the altimeter is primary for pitch, the heading indicator for bank, and the airspeed indicator for power; each lesson below gives its own set. Use it alongside the control-and-performance method.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- Know each instrument's limits. Heading indicator: it precesses, so realign it with the compass about every 15 minutes, only in straight, level, unaccelerated flight. Attitude indicator: a vacuum or electric gyro (check the suction gauge or power source) with pitch and bank limits, beyond which it can tumble. VSI: lags 6 to 9 seconds and shows a trend; confirm it on the altimeter and attitude indicator. Altimeter: only as good as its setting. Compass: turning (undershoot north, overshoot south) and acceleration errors.(Instrument Flying Handbook (FAA-H-8083-15B), Flight Instruments)
- A failing instrument shows up as disagreement: if the attitude indicator disagrees with the turn coordinator, altimeter and VSI, suspect it. Pitot-static blockages: a blocked static port freezes the altimeter and zeros the VSI (airspeed is right only at the altitude where it blocked); a blocked pitot (with the drain blocked) makes the airspeed act like an altimeter. Use the alternate static source if fitted.(Instrument Flying Handbook (FAA-H-8083-15B), Flight Instruments; PHAK (FAA-H-8083-25C), Flight Instruments)
Controlling the airplane by instruments R7 · R8
- Learn your airplane's numbers: the attitude picture and power setting (RPM or manifold pressure) for level cruise, climb and descent. Attitude plus power gives predictable performance: set that combination first, trim, then cross-check and adjust only slightly.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- Make small, smooth pitch and bank changes on the attitude indicator, then let the airplane settle and check the performance instruments before the next change. Size them: for an altitude error of 100 feet or less, about a half bar-width of pitch; more than 100 feet, a full bar-width until within 100, aiming for a VSI rate about double the error (150 feet high: about 300 fpm down). For heading, a bank about equal to the degrees of error, never more than standard rate.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- Trim off control pressure for every sustained attitude or power change: a trimmed airplane holds attitude while you scan and do other tasks. For a brief turn, hold the extra pressure by hand instead; if you do trim for it, take the trim out on rollout.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- Keep the ball centered with rudder: uncoordinated flight makes heading and attitude harder to hold.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
Why a VFR pilot trains this R1 · R2 · R3 · R4
- The goal is to escape instrument conditions you entered by accident, not to fly in them. VFR into IMC kills through spatial disorientation and loss of control, often within a few minutes.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures (inadvertent flight into IMC))
- Your inner ear can’t sense slow turns or tell a turn from a climb: the leans, the graveyard spiral and false climb sensations. Trust the instruments, not the feeling.(PHAK (FAA-H-8083-25C), Aeromedical Factors)
- Fatigue and stress make it worse. The escape, in order: aviate first (wings level on the attitude indicator, your known attitude and power, trimmed, ball centered, and don't turn while you're still stabilizing); hold altitude, or climb to a safe altitude if terrain clearance is in doubt (the minimum safe altitude is a floor you never descend below blind, not a reason to descend looking for VFR); then turn toward known VMC, with a standard-rate 180 only if clear weather is known to be behind you; and call ATC early, confess, and declare an emergency if it's deteriorating (121.5 and 7700 if you can't reach anyone). If it keeps getting worse, an off-airport precautionary landing in VFR conditions may be the safest option left.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures (inadvertent flight into IMC); AIM, Chapter 6, Emergency Procedures)
- ATC radar can help a VFR pilot in difficulty only with two-way radio and within radar coverage; the help is advisory, doesn't authorize breaking a rule, and safe flight stays your responsibility. Tell them you aren't instrument rated, and choose a course to a VFR landing.(AIM 6-2-1)
- Under the hood or in clouds you can’t see other aircraft, terrain, obstacles or wires. In training, the safety pilot looks out; in real IMC, fly a known safe altitude and heading that clears terrain and obstacles. ATC traffic help doesn't guarantee terrain clearance.(AC 90-48, Pilots' Role in Collision Avoidance)
- When you’re overloaded, prioritize: keep the wings level and the attitude steady first, then navigate and talk.(Risk Management Handbook (FAA-H-8083-2A))
Primary instruments, trim and backup turns K1
- For a turn to a heading: heading indicator primary for bank, altimeter primary for pitch, airspeed indicator primary for power; the attitude indicator, VSI and turn coordinator support.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- Trim for sustained attitudes; for a turn you'll leave in 10 to 60 seconds, hold the extra back pressure by hand and release it on rollout. If you do trim in the turn, take it out on rollout or the airplane will climb.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- Timed turns if the heading indicator fails: hold standard rate on the turn coordinator (3° per second) and time it, 60 seconds for 180°, 30 for 90°; roll out on the clock and check the compass once wings level and unaccelerated.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- Compass turns: the compass is unreliable in a turn and read only straight, level and unaccelerated. Compensate with UNOS (undershoot north, overshoot south), leading or lagging by roughly the latitude plus or minus half the bank, and ANDS (accelerate north, decelerate south) on east and west headings. The half-bank lead alone doesn't work for compass turns.(Instrument Flying Handbook (FAA-H-8083-15B), Flight Instruments; PHAK (FAA-H-8083-25C), Flight Instruments)
On the flight
ACS standards
- Maintain altitude ±200 feet, a standard-rate turn, roll out on the assigned heading ±10°, airspeed ±10 knots.(Private Pilot ACS (FAA-S-ACS-6C), PA.VIII.D.S1)
What your instructor is watching for
Your instructor watches a smooth roll-in to standard rate, altitude held with back pressure, the ball centered, and a rollout that leads the heading.
Scenarios
Decide what you would do first, then see the worked answer.
Flying at 110 knots true.
About what bank gives a standard-rate turn? See the worked answer
About 15% of 110, roughly 16 or 17 degrees; confirm with the turn coordinator.
Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying
Rolling into a turn, you lose 150 feet.
Why? See the worked answer
The vertical lift drops in a bank. Raise the pitch slightly and add power as needed as you roll in; that 150 feet is already near the ±200 standard, so correct it now.
Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying
Turning to 270 from 180 with 15° of bank.
When do you start the rollout? See the worked answer
About 7 or 8 degrees early, around 262.
Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying
Common mistakes
Overbanking.
The turn rate is too fast and altitude falls.
Instead: Set the standard-rate bank and hold it on the attitude indicator.
Late rollout.
Overshooting the heading.
Instead: Lead by half the bank angle.
Losing altitude in the turn.
Not enough back pressure.
Instead: Add slight back pressure as you roll in, release it on rollout.
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 turns to headings (instruments) out loud with our examiner.
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Go to the source (free)
Teaching this? The instructor lesson plan →
Sources
- Instrument Flying Handbook (FAA-H-8083-15B): Flight Instruments; Airplane Attitude Instrument Flying; Human Factors
- Airplane Flying Handbook (FAA-H-8083-3C): Emergency Procedures (inadvertent IMC)
- Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C): Flight Instruments; Aeromedical Factors
- Aeronautical Information Manual (AIM): Chapters 4 and 6
- Private Pilot ACS (FAA-S-ACS-6C): Area VIII
Study aid, not FAA guidance. Regulations change; check the current text at eCFR and the ACS. Checked against current sources 2026-11-12.