1. Steep Turns

2. Knowledge of Elements Turning performance limits Overbanking Tendency
Power of the engine
load factor limits
aerodynamic characteristics
Overbanking Tendency

3. Knowledge of Elements Static Stability
shallow turn - plane tries to return to wings level
medium turn - plane remains in medium bank

4. Knowledge of Elements Why overbanking occurs
Steep turn - tries to steepen bank
Why overbanking occurs
difference in speed of inside and outside wing
outside wing develops more lift

5. Knowledge of Elements
with a medium bank the force created balances the force of the inherent lateral stability
with a steep bank the lift differential overbalances the lateral stability and counteractive pressure on the ailerons is needed

6. Knowledge of Elements Effects of Torque
in left turn there is a tendency to develop a slight skid. You may need to add right rudder
in a right turn the is a tendency to slip. You may need to add right rudder

7. Knowledge of Elements
To maintain a constant airspeed, power must be added
As back pressure is applied to maintain lift, induced drag increases so power must be added

8. Select an Altitude No lower than 1,500 feet AGL +100/-100 so use 1,600
Use an altitude that is easy to read
Ensure both you and examiner know your starting altitude

9. Reference Point
Select a prominent landmark to use as a reference point

10. Select an Entry Airspeed
Do clearing turns to ensure the area is clear of other traffic
Establish an entry airspeed not to exceed VA
Remember that VA changes with gross weight

11. Select an Entry Airspeed
Load factor at 50o is ~1.5 and increase to 2 at 60o

12. Enter Steep Turn
Heading toward reference point roll into a coordinated turn with an angle of bank of 50o +5/-5
As the turn begins, add back pressure to increase the angle of attack

13. Enter Steep Turn
As you go through 30o, add power if necessary to maintain entry altitude and airspeed

14. Enter Steep Turn Trim to relieve excess control pressure
Begin rollout one half the angle of bank degrees before your reference point
Look and clear before all turns.

15. Division of Attention Do not stare at any one object
Maintain orientation as well as altitude requires an awareness of the relative position of the nose, the horizon, the wings and the amount of turn

16. Division of Attention
Use visual and instrument references to hold altitude and remain oriented
Keep attitude indicator at 50o
Roll into a turn in the opposite direction

17. Division of Attention Maintain control of your aircraft
Keep VSI at or near 0 fpm
Check heading and altitude
Scan for outside traffic
Maintain control of your aircraft

18. To recover from an excessive nose-low attitude reduce the angle of bank
Add back elevator pressure to raise the nose
Reestablish the desire angle of bank

19. Division of Attention
Attempting to raise the nose without decreasing the angle of bank can lead to a descending spiral and overstress of the airplane

20. Division of Attention
If altitude increases, increase the angle of bank with coordinated use of aileron and rudder

21. Roll Out +10/-10 Roll wings level when on the entry heading
Lead the roll out using one half the angle of bank

22. Maintain Altitude +100
Maintain entry altitude and airspeed throughout the entire maneuver
During rollout release the back pressure or if using trim apply

23. Maintain Altitude +100
forward pressure to lower the nose, reduce the power to maintain the entry altitude and airspeed
Trim the airplane

24. Common Errors
Improper pitch, bank, and power coordination during entry and rollout
Uncoordinated use of the flight controls

25. Common Errors Inappropriate control applications
Improper technique in correcting altitude deviations
Loss or orientation

26. Common Errors
Excessive deviation from desired heading during rollout

27. (Refer to figure 4.) What is the stall speed of an airplane under a load factor of 2 G's if the unaccelerated stall speed is 60 knots?
A knots.
B knots.
C knots.

28. (Refer to figure 4.) What is the stall speed of an airplane under a load factor of 2 G's if the unaccelerated stall speed is 60 knots?
C knots.

29. (Refer to figure 4.) What increase in load factor would take place if the angle of bank were increased from 60° to 80°?
A. 3 G's.
B G's.
C. 4 G's.

30. (Refer to figure 4.) What increase in load factor would take place if the angle of bank were increased from 60° to 80°?
C. 4 G's.

31. As the angle of bank is increased, the vertical component of lift

32. A. decreases and the horizontal component of lift increases.
B. decreases and the horizontal component of lift remains constant.
C. increases and the horizontal component of lift decreases.

33. As the angle of bank is increased, the vertical component of lift
A. decreases and the horizontal component of lift increases.

34. To increase the rate of turn and at the same time decrease the radius, a pilot should

35. A. increase the bank and increase airspeed.
B. increase the bank and decrease airspeed.
C. maintain the bank and decrease airspeed.

36. To increase the rate of turn and at the same time decrease the radius, a pilot should
B. increase the bank and decrease airspeed.

37. Which is correct with respect to rate and radius of turn for an airplane flown in a coordinated turn at a constant altitude?

38. A. To maintain a steady rate of turn, the angle of bank must be increased as the airspeed is decreased.
B. The faster the true airspeed, the faster the rate and larger the radius of turn regardless of the angle of bank.

39. C. For a specific angle of bank and airspeed, the rate and radius of turn will not vary.

40. Which is correct with respect to rate and radius of turn for an airplane flown in a coordinated turn at a constant altitude?
C. For a specific angle of bank and airspeed, the rate and radius of turn will not vary.

41. Why is it necessary to increase back elevator pressure to maintain altitude during a turn? To compensate for the

42. A. rudder deflection and slight opposite aileron throughout the turn.
B. loss of the horizontal component of lift and the increase in centrifugal force.
C. loss of the vertical component of lift.

43. Why is it necessary to increase back elevator pressure to maintain altitude during a turn? To compensate for the
C. loss of the vertical component of lift.

44. To maintain altitude during a turn, the angle of attack must be increased to compensate for the decrease in the
A. horizontal component of lift.
B. forces opposing the resultant component of drag.
C. vertical component of lift.

45. To maintain altitude during a turn, the angle of attack must be increased to compensate for the decrease in the
C. vertical component of lift.

46. The ratio between the total airload imposed on the wing and the gross weight of an aircraft in flight is known as

47. A. load factor and has no relation with stall speed.
B. aspect load and directly affects stall speed.
C. load factor and directly affects stall speed.

48. The ratio between the total airload imposed on the wing and the gross weight of an aircraft in flight is known as
C. load factor and directly affects stall speed.

49. Load factor is the lift generated by the wings of an aircraft at any given time
A. multiplied by the total weight of the aircraft.
B. divided by the basic empty weight of the aircraft.
C. divided by the total weight of the aircraft.

50. Load factor is the lift generated by the wings of an aircraft at any given time
C. divided by the total weight of the aircraft.

51. For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-altitude turn
A. is constant and the stall speed decreases.
B. varies with the rate of turn.
C. is constant and the stall speed increases.

52. For a given angle of bank, in any airplane, the load factor imposed in a coordinated constant-altitude turn
C. is constant and the stall speed increases.

53. Airplane wing loading during a level coordinated turn in smooth air depends upon the
A. true airspeed.
B. rate of turn.
C. angle of bank.

54. Airplane wing loading during a level coordinated turn in smooth air depends upon the
C. angle of bank.

55. If an aircraft with a gross weight of 2,000 pounds was subjected to a 60° constant-altitude bank, the total load would be
A. 4,000 pounds.
B. 12,000 pounds.
C. 3,000 pounds.

56. If an aircraft with a gross weight of 2,000 pounds was subjected to a 60° constant-altitude bank, the total load would be
A. 4,000 pounds.

57. While maintaining a constant angle of bank and altitude in a coordinated turn, an increase in airspeed will

58. A. increase the rate of turn resulting in no change in load factor.
B. decrease the rate of turn resulting in no change in load factor.
C. decrease the rate of turn resulting in a decreased load factor.

59. While maintaining a constant angle of bank and altitude in a coordinated turn, an increase in airspeed will
B. decrease the rate of turn resulting in no change in load factor.

60. While holding the angle of bank constant, if the rate of turn is varied the load factor would

61. A. remain constant regardless of air density and the resultant lift vector.
B. vary depending upon the resultant lift vector.
C. vary depending upon speed and air density provided the resultant lift vector varies proportionately.

62. While holding the angle of bank constant, if the rate of turn is varied the load factor would
A. remain constant regardless of air density and the resultant lift vector.

63. If the airspeed is increased from 90 knots to 135 knots during a level 60° banked turn, the load factor will
A. remain the same but the radius of turn will increase.
B. increase as well as the stall speed.
C. decrease and the stall speed will increase.

64. If the airspeed is increased from 90 knots to 135 knots during a level 60° banked turn, the load factor will
A. remain the same but the radius of turn will increase.

65. Baggage weighing 90 pounds is placed in a normal category airplane's baggage compartment which is placarded at 100 pounds. If this airplane is subjected to a positive load factor of 3.5 G's, the total load of the baggage would be

66. A. 350 pounds and would not be excessive.
B pounds and would not be excessive.
C pounds and would be excessive.

67. Baggage weighing 90 pounds is placed in a normal category airplane's baggage compartment which is placarded at 100 pounds. If this airplane is subjected to a positive load factor of 3.5 G's, the total load of the baggage would be
B pounds and would not be excessive.

68. (Refer to figure 2.) Select the correct statement regarding stall speeds.

69. A. Power-off stalls occur at higher airspeeds with the gear and flaps down.
B. In a 60° bank the airplane stalls at a lower airspeed with the gear up.
C. Power-on stalls occur at lower airspeeds in shallower banks.

70. (Refer to figure 2.) Select the correct statement regarding stall speeds.
C. Power-on stalls occur at lower airspeeds in shallower banks.

71. (Refer to figure 2.) Select the correct statement regarding stall speeds. The airplane will stall

72. A. 10 knots higher in a 45° bank, power-on stall, than in a wings-level stall.
B knots higher in a power-on, 60° bank, with gear and flaps up, than with gear and flaps down.

73. C knots lower in a power-off, flaps-up, 60° bank, than in a power-off, flaps-down, wings-level configuration.

74. (Refer to figure 2.) Select the correct statement regarding stall speeds. The airplane will stall
B knots higher in a power-on, 60° bank, with gear and flaps up, than with gear and flaps down.

75. Which is true regarding the use of flaps during level turns?
A. The raising of flaps increases the stall speed.
B. The lowering of flaps increases the stall speed.
C. Raising flaps will require added forward pressure on the yoke or stick.

76. Which is true regarding the use of flaps during level turns?
A. The raising of flaps increases the stall speed.