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angle of attack. This provides the additional wing lift
required to compensate for the increasing load factor.
After the selected bank angle has been reached, the
pilot will find that considerable force is required on the
elevator control to hold the airplane in level flight—to
maintain altitude. Because of this increase in the force
applied to the elevators, the load factor increases
rapidly as the bank is increased. Additional
back-elevator pressure increases the angle of attack,
which results in an increase in drag. Consequently,
power must be added to maintain the entry altitude
and airspeed.
Eventually, as the bank approaches the airplane’s
maximum angle, the maximum performance or
structural limit is being reached. If this limit is
exceeded, the airplane will be subjected to excessive
structural loads, and will lose altitude, or stall. The
limit load factor must not be exceeded, to prevent
structural damage.
During the turn, the pilot should not stare at any one
object. To maintain altitude, as well as orientation,
requires an awareness of the relative position of the
nose, the horizon, the wings, and the amount of bank.
The pilot who references the aircraft’s turn by
watching only the nose will have difficulty holding
altitude constant; on the other hand, the pilot who
watches the nose, the horizon, and the wings can
usually hold altitude within a few feet. If the altitude
begins to increase, or decrease, relaxing or increasing
the back-elevator pressure will be required as
appropriate. This may also require a power adjustment
to maintain the selected airspeed. A small increase or
decrease of 1 to 3° of bank angle may be used to
control small altitude deviations. All bank angle
changes should be done with coordinated use of
aileron and rudder.
The rollout from the turn should be timed so that the
wings reach level flight when the airplane is exactly
on the heading from which the maneuver was started.
While the recovery is being made, back-elevator
pressure is gradually released and power reduced, as
necessary, to maintain the altitude and airspeed.
Common errors in the performance of steep turns are:
• Failure to adequately clear the area.
• Excessive pitch change during entry or recovery.
• Attempts to start recovery prematurely.
• Failure to stop the turn on a precise heading.
• Excessive rudder during recovery, resulting in
skidding.
• Inadequate power management.
• Inadequate airspeed control.
• Poor coordination.
• Gaining altitude in right turns and/or losing
altitude in left turns.
• Failure to maintain constant bank angle.
• Disorientation.
• Attempting to perform the maneuver
by instrument reference rather than visual
reference.
• Failure to scan for other traffic during the
maneuver.
Ch 09.qxd 5/7/04 8:14 AM Page 9-2
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9-3
STEEP SPIRAL
The objective of this maneuver is to improve pilot
techniques for airspeed control, wind drift control,
planning, orientation, and division of attention. The
steep spiral is not only a valuable flight training
maneuver, but it has practical application in providing
a procedure for dissipating altitude while remaining
over a selected spot in preparation for landing,
especially for emergency forced landings.
Asteep spiral is a constant gliding turn, during which a
constant radius around a point on the ground is
maintained similar to the maneuver, turns around a
point. The radius should be such that the steepest bank
will not exceed 60°. Sufficient altitude must be
obtained before starting this maneuver so that the
spiral may be continued through a series of at least
three 360° turns. [Figure 9-2] The maneuver should
not be continued below 1,000 feet above the surface
unless performing an emergency landing in
conjunction with the spiral.
Operating the engine at idle speed for a prolonged
period during the glide may result in excessive engine
cooling or spark plug fouling. The engine should be
cleared periodically by briefly advancing the throttle
to normal cruise power, while adjusting the pitch
attitude to maintain a constant airspeed. Preferably,
this should be done while headed into the wind to
minimize any variation in groundspeed and radius
of turn.
After the throttle is closed and gliding speed is
established, a gliding spiral should be started and a turn
of constant radius maintained around the selected spot
　
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