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Private pilot · ACS PA.V.A · lesson pack

Steep Turns

Why this one matters

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.

1 · Know these cold

  • •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)

2 · The lesson

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)

Want it all on one page, with scenarios? Read the full lesson.

On the flight

ACS standards

  • 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.(Private Pilot ACS (FAA-S-ACS-6C), PA.V.A.S2-S4)
  • Altitude ±100 feet, airspeed ±10 knots, bank ±5°, roll out on the entry heading ±10°.(Private Pilot ACS (FAA-S-ACS-6C), PA.V.A.S5)

What your instructor is watching for

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.

3 · Say it out loud

Answer each one out loud, then check yourself and mark how it went.

  1. Remember Recall it

    “What is the load factor in a level 45° banked turn?”

  2. Understand Explain why

    “Why does VA get lower when the airplane is lighter?”

  3. Apply Use it on a flight

    “Halfway around the turn you’ve lost 150 feet. What do you do?”

4 · Common mistakes

  • Losing altitude on entry.

    Back pressure is added too late as the bank increases.

    Instead: Start back pressure and power smoothly before the bank reaches 30°.

  • Using trim ineffectively.

    Nose-up trim left in on rollout makes the airplane climb; fighting it mid-turn spoils the attitude.

    Instead: Decide whether you'll trim; if you do, remove it with the back pressure and power on rollout.

  • Letting the bank creep steeper.

    The overbanking tendency increases the bank, and the nose drops.

    Instead: 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.

    With the bank steep, back pressure mostly tightens the turn and raises the load factor toward an accelerated stall.

    Instead: Reduce bank, then pitch, then re-establish the bank.

  • Climbing on rollout.

    Back pressure isn’t released as the wings level.

    Instead: Release back pressure and reduce power as you roll out.

5 · Quick check

Answer, then reveal. Flag anything you want to see again.

  1. 1. What entry speed do you use for a steep turn on the checkride?

  2. 2. By about how much does the stall speed increase at 45° of bank?

  3. 3. What is the overbanking tendency?

  4. 4. What happens to VA as weight decreases?

  5. 5. How does bank angle affect the rate and radius of turn at a constant airspeed?

  6. 6. What are the checkride tolerances?

  7. Scenario7. In the turn you feel buffeting. What do you do?

Trained it? Now prove it: practice steep turns out loud with our examiner.

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Study aid, not FAA guidance. Sources: Airplane Flying Handbook (FAA-H-8083-3C); Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C); 14 CFR Part 91; AC 90-48; Private Pilot ACS (FAA-S-ACS-6C); Your airplane's POH/AFM. Checked against current sources 2026-11-12.