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PERFORMANCE MANEUVERS
Performance maneuvers are used to develop a high
degree of pilot skill. They aid the pilot in analyzing the
forces acting on the airplane and in developing a fine
control touch, coordination, timing, and division of
attention for precise maneuvering of the airplane.
Performance maneuvers are termed “advanced”
maneuvers because the degree of skill required for
proper execution is normally not acquired until a pilot
has obtained a sense of orientation and control feel in
“normal” maneuvers. An important benefit of
performance maneuvers is the sharpening of
fundamental skills to the degree that the pilot can cope
with unusual or unforeseen circumstances occasionally
encountered in normal flight.
Advanced maneuvers are variations and/or
combinations of the basic maneuvers previously
learned. They embody the same principles and
techniques as the basic maneuvers, but require a higher
degree of skill for proper execution. The student,
therefore, who demonstrates a lack of progress in the
performance of advanced maneuvers, is more than
likely deficient in one or more of the basic maneuvers.
The flight instructor should consider breaking the
advanced maneuver down into its component basic
maneuvers in an attempt to identify and correct
the deficiency before continuing with the
advanced maneuver.
STEEP TURNS
The objective of the maneuver is to develop the
smoothness, coordination, orientation, division of
attention, and control techniques necessary for the
execution of maximum performance turns when the
airplane is near its performance limits. Smoothness of
control use, coordination, and accuracy of execution
are the important features of this maneuver.
The steep turn maneuver consists of a turn in either
direction, using a bank angle between 45 to 60°. This
will cause an overbanking tendency during which
maximum turning performance is attained and
relatively high load factors are imposed. Because of the
high load factors imposed, these turns should be
performed at an airspeed that does not exceed the
airplane’s design maneuvering speed (VA). The
principles of an ordinary steep turn apply, but as a
practice maneuver the steep turns should be continued
until 360° or 720° of turn have been completed.
[Figure 9-1]
Figure 9-1. Steep turns.
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An airplane’s maximum turning performance is its
fastest rate of turn and its shortest radius of turn, which
change with both airspeed and angle of bank. Each
airplane’s turning performance is limited by the
amount of power its engine is developing, its
limit load factor (structural strength), and its
aerodynamic characteristics.
The limiting load factor determines the maximum
bank, which can be maintained without stalling or
exceeding the airplane’s structural limitations. In most
small planes, the maximum bank has been found to be
approximately 50° to 60°.
The pilot should realize the tremendous additional load
that is imposed on an airplane as the bank is increased
beyond 45°. During a coordinated turn with a 70°
bank, a load factor of approximately 3 Gs is placed on
the airplane’s structure. Most general aviation type
airplanes are stressed for approximately 3.8 Gs.
Regardless of the airspeed or the type of airplanes
involved, a given angle of bank in a turn, during which
altitude is maintained, will always produce the same
load factor. Pilots must be aware that an additional load
factor increases the stalling speed at a significant
rate—stalling speed increases with the square root of
the load factor. For example, a light plane that stalls at
60 knots in level flight will stall at nearly 85 knots in a
60° bank. The pilot’s understanding and observance of
this fact is an indispensable safety precaution for the
performance of all maneuvers requiring turns.
Before starting the steep turn, the pilot should ensure
that the area is clear of other air traffic since the rate of
turn will be quite rapid. After establishing the
manufacturer’s recommended entry speed or the
design maneuvering speed, the airplane should be
smoothly rolled into a selected bank angle between 45
to 60°. As the turn is being established, back-elevator
pressure should be smoothly increased to increase the
　
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