Steep Turns (Private Pilot Lesson 3g)
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- Опубліковано 30 тра 2024
- Explanation of how to perform steep turns.
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How to Chair fly this maneuver:
Complete a clearing turn
Check airspeed is at or below Va
Altitude is at least 1,500 feet AGL
Make note of what altitude and heading to fly at
Use ailerons and rudder to make the steep turn
Once passing over 30 degrees of bank:
Back pressure on the stick to maintain altitude + 100-200 rpm increase
Maintain 45 degrees of bank
once reaching 25 degrees before your original heading
roll wings level
once passing under 30 degrees of bank:
release back pressure on the stick+ decrease by rpm 100-200
Check that the altitude and heading have not deviated
It also helps if you have one of those swivel chairs.... wheeeee
The best explanation of how to perform a steep turn! Glad Cyndy taught her CFIs this trick. Thankful I go to Flight School of Greenville (Cyndy's school).
Every plane is different in terms of how much power to add in, but the principles are the same.
Hot tip: if you can, practice maneuvers in the same plane as you take your check ride in. Just one less thing to worry about. :-)
Perform CAS (Clearing Turns - 90 deg left and right, Select safe altitude of at least 1,500 AGL. I add 500 feet), Safe Area - ensure you are not over a congested area or near obstacles). Verbally tell the instructor what you are doing. Failure to perform clearing turns would be a Checkride fail.
Identify a visible point outside the aircraft to start the maneuver - I like picking water towers, a power plant - something easily identifiable. Then set your heading bug on that heading and begin the maneuver. This helps with both an outside and inside visual reference to roll out of the turn within ACS.
Do coordinated aileron roll and as you pass 30 degrees of bank, add a little power and back pressure on the yoke (I love to think of it like Cyndy says... POWER, and PULL) - look outside and peek inside at your instruments.
Take note of where the nose of the aircraft is slicing across the sky and use it as a visual reference to maintaining altitude (not climb or descend) throughout the turn.
As I see the outside reference object I selected before the turn starts to come into peripheral view, I peek inside and verify on the HSI with heading bug and start to roll out 20 degrees BEFORE I arrive on that heading - keeping in mind I will have to use more aileron and coordinated rudder in the opposite direction to roll out level on my heading and not overshoot.
Lastly, do not forget to bring out that power you added in the turn so you do not go over Va speed.
When turning to the right, I find a bit more back pressure on the yoke is required as you are also fighting left-turning tendency of the airplane - not a lot, but something to be aware of...
My check ride is coming soon! Good luck to my fellow pilots on their aviation journey!
this lady is one of the best teachers i have seen, thank you.
AGREE!!!
Agree
Makes sense why she doesn’t upload anymore. 1 video on each topic is enough. She nails it every time.
This is low tech (no graphics), whiteboard standard definition but BY FAR the best training.
So detailed. I love this instructional video. Gives me a better understanding of what I have to expect tommorow in my flight school.. You are awesome Cyndy!!!
This is great, several details I hadn’t heard before.
Your videos are just incredibly helpful.
Great explanation the topic has been explained in a simple and coordinated manner great job thank you greetings from switzerland.
Thanks for putting this video out ! You answered a lot of my questions ! I’ve got two hours in a Cessna 152 in Long Beach California !
the best instructor ever !!
You are the best lector I've ever seen. Thank you for the videos!
Love her lessons. Her voice reminds me of Sandy from spongebob.
Beautifully structured, easy to understand, and pleasant to listen to.
ahahahha
Luv your lessons
Amazing useful lesson,appreciate.
Thank you soooo much for your videos, they have helped me tremendously!!!
Great video.. you definitely have a great presence. Nice to watch
This is one of your best videos. 😎✈️
You should do a mock check ride... the ones out now are outdated
very good video. thank you for your hard work
Well explained ✌🏽 im glad that I found this account. Thanks for the effort
couldn find a clearer explaination, thank you so much
As always, you are the best, thank you.
Thanks Cyndy. Helps a lot!
This is another excellent video thank you
Excellent video. Any concern about cross-control against the overbanking tendency? Thank you.
Great CFI !!
Thanks!
Thank you captain for all.👨🎓l am a dispatcher student.
العلوم
Excellent cfi.
Nice video. This only thing I would question is the reference to the "overbanking tendency". There are many aerobatic pilots and engineers who disagree that the "overbanking tendency" even exists. On days with completely smooth air, I've done steep turns with my hands across my chest. The plane was trimmed up to account for the loss of vertical lift. The bank remained at the same angle the whole time. This is because the FAA has over the years since WWII misstated in its flying handbooks that the "outer wing" in a turn has a greater radius of turn than the inner wing. This is not so and is a mis-conception to many pilots. Both wingtips fly at the same airspeed in a turn.
I don't blame them because their theory has been in place ever since they Wright Brothers first flew at Kitty Hawk. But there have been pilots and engineers who have also agreed with me. A wing produces lift while flying. The total lifting force is always vertical with respect to the long axis of the wing. When the wing is banked, the lift is still perpendicular to the top of the wing but some of it is vectored into a horizontal component relative to the ground and some of it is pointed at the sky. The vertical component is what keeps the airplane level and the horizontal component turns the airplane. The "total" lift vector (arrow) is point at a 45 degree angle relative to the ground in a 45 degree bank.
Because Newton said all forces have equal and opposite reactions, the vertical component of lift is opposed by gravity that is straight down and pointed toward the earth. Centrifugal force is opposite to horizontal component of lift and "adds" itself to total weight of the airplane in the form and an acceleration know as "load factor" or "G" forces. When the airplane is turning the total "load factor" is no longer pointing straight down at the earth but is pointing opposite to the total lifting force. In other words, the airplane no longer "thinks" the ground is directly beneath it, but rather "thinks" the ground is opposite the total lifting force which in this case is pointing 45 degrees behind the straight down force of gravity. In a level banking turn the airplane acts as if it is flying straight and level, accept it "feels heavier. Thus, one wingtip is flying just as fast as the other. This is very different than a helicopter blade or a propeller that is turning about a central hub. In that case, the helicopter or propeller blade tips fly faster than the inboard parts of the blade. If you check out the diagrams the FAA has used in its airplane flying manuals, you will see examples of the lift vector arrows. Observe the one that is opposite the "total lift" arrow that points to the bottom of the airplane but opposite the total lift arrow. That arrow is where the airplane "thinks" the ground his. It acts as if it is flying in an atmosphere on a heavier planet. The plane is not connected to the ground. The Earth is relative for a reference only. If the airplane were flying in outer space, but in an atmosphere where it could produce lift, it would do the same thing, but there would be no ground underneath to confuse the observer. The Earth makes our minds want to see different size rings around the wingtips. Those wings are only relative to the ground, not the air mass. One might as well compare a banked turn to the moon's horizon than the earth's.
BTW, do you know how to do a 360 degree turn without using the ailerons, rudder or trim? Just do a loop.
Your assertian that "Both wintips fly at the same airspeed in a turn" is not really backed up by anything you have said regarding the forces of flight. I'm trying to understand your argument though. In straight and level flight lift equals weight and thrust equals drag. In a turn however, yes, you do have horizontal lift balanced out by centrifugal force. In fact in a slip, you have too much horizontal force and not enough centrifugal force because you did not apply enough rudder. It doesn't seem to explain how the two wingtips travel at the same speed. In fact At 45˚ bank angle, the airplane’s CG airspeed of 100
knots and for SL altitude, the load factor is 1.4142, the ROT 0.1905 rad/s (or 10.916˚/s), and the radius of turn is 886.4 ft. The speed differential between the upper and the lower wing midpoints is 2.35 fps or 1.396 knots. Thus, the higher wing-half midpoint will experience
airspeed of about 100.7 knots, the lower midpoint 99.3knots, and the airplane’s CG exactly 100 knots. This was calculated using elementary trigonometric functions and can easily be backed up. I'm not at all saying that overbanking exists or doesn't exist, merely trying to understand it.
@@asshucks Thank you for your reply. I've been trying to understand the math behind this argument for many years. It's obvious that the "Groundspeed" between the wingtips flying in a level turn are true to your description. But what about the "airspeed"? Why is a loop any different than a level turn, if you take the earth out of the "observer's reference plane? It seems to me to be a relativistic misnomer than anything else. I had this same conversation with a helicopter pilot, who is also majored in physics and he agrees that even though a helicopter's blades wingtips are different when one is ascending and the other is retreating, he believes it makes no difference in a turn. He also agreed with me.
My point is that when a wing is flying level, it is no different than when it is turning, so long as it is in equilibrium. For example, if you stepped on the rudders and made the wing yaw back and forth, the advancing wingtip would be flying faster than the retracting wingtip, but once in equilibrium, the wing does not "know" it is turning. Of course an observer on Earth would see the difference, but the wing would not know it. Think of a wing flying in outer space in a cloud of air with no earth involved. Why is it any different just because the earth is below the wing and a person can observe it from a ground view perspective? Calling Albert Einstein for an answer here please. I believe I'm getting closer to an answer after 50 years of thinking about this question. But you are correct, I've not proven it, but I still believe I'm correct because it's a question of "relativity".
@@daffidavit Why is a loop any different than a turn? its a good question. In a loop, there is no horizontal component of lift. Also, the axis of rotation in a loop would be along the horizontal axis vs the longitudinal(vertical axis) in a bank. In a bank, since your rotating around the vertical axis, the outside wing must travel faster than the inside. Examples of this: speed of equator is 1,000 mph vs .00005 mph at the poles. Imagine the inside wing tip touch the north pole and rotating around that.
Another example of this: In a merry goround when sitting near the center vs on the edges.
So there is definitely a speed difference, not just ground speed but through the actual air. The speed is faster on that outside wingtip vs the inside one but by how much? That is the question. There is also alot of other factors that make pilots beleive that the overbanking tendency is greater than it is.
I also have to point out that the when talking about the forces of flight being in equilibrium, not everything is taken into account such as left turning tendencies, adverse yaw, and overbanking tendencies. It is used as an overview of the forces of flight and its very useful to understand how these forces interact with one another but as far as details go, I'm not sure that it can adequetly explain them.
I like your thought experiment to put an airplane in space and I can see exactly what your thinking. In space, there is no gravity(one of the four forces of flight). So yes, if you where in space and there was air but no gravity then a wing would behave exactly like your saying.
@@asshucks In a banked turn in equilibrium the airplane is not connected to the ground. This is the hardest thing I've had to deal with over the years. The center of the turn is not in a horizontal direction but is pointed in an upward direction perpendicular to the wing and opposite to the total weight vector. The airplane is being "pulled" from a point from above and the airplane "thinks" the ground in not directly below it, but is opposite to the the total load. Thus we have "gs'. The ground is not straight down but now is 90 degrees to the total load factor. Thus the airplane "thinks" it's always flying straight and level even when turning. A friend of mine is a CFI and an aeronautical engineer and he agrees with you, but others agree with me.
Its difficult to see because we always perceived the turn as an observer on the ground. But the airplane is not connected to the ground. It's difficult to explain, but I've never experienced an "overbanking" tendency in a well rigged airplane. I wish I had better proofs. Be well.
I think that both wingtips flying at the same speed in a turn is geometrically impossible as they draw circles of different radiuses, every point of the leading edge (and the section behind it) flies at a slightly different airspeed in a turn, as it happens for the propeller blades.
Great video, thanks so much!!!
Great information,Great explanation as well😎👌🛩🛩🐢🐢
Boy, I wish you were my instructor
I've heard that you can also use trim to help with back pressure.
Thanks a lot!
Can you explain the circles etc.under the wings? You have them identical for each turn.
Cyndy, I am curious. about steep turns. When the international fatal accident rate shows that most were in the traffic pattern and on base to final, why aren't steep turns taught with flaps extended? That would seem practical to familiarize a student as to what they might encounter on that famous base to final overshoot. Standing by.
Doing these maneuvers seems easy to Cyndy. My brain doesn't think that fast.
Brilliant
For my discovery flight, my instructor pulled way more than 1.4 gs. He went into the turn kind of hard and i sank back hard into my seat. I now know he did that to test how strong my stomach was.
brillant thank you
Why do you guys in the states only do 45 deg AOB, in Australia we’ve got to do 60 deg
She says centrifugal force and Load factor are the same thing but they’re not.
Thanks boo
Great lesson! This sounds impossible - I'm terrified to do this! Please tell me this is learnable....
It is the first few times, similar to stalls, but after awhile you will be comfortable, yes learnable!! Good luck!
Cyndy, do you have your students use trim for the steep turn and then push down in-between? Also, do you pull off the throttle during the roll out, or after?
Hi Mackey,
The point of demonstrating a Steep Turn is to determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with steep turns. According to the Airplane Flying Handbook, "the pilot will need to increase pitch with elevator back pressures...". It does not mention using trim to maintain altitude while in the turn. That appears to be a technique that some instructors have created to try and get their students to pass the checkride. I personally, do not teach this trim technique because the point of the maneuver is for the student to recognize the need for increased back pressure as you increase bank angle. In addition, if you are taught to apply two swipes of trim in a C-172, who will be there to tell you how many swipes of trim are needed in a PA-28, BE-55, ERJ-145? The point of a Steep Turn is to develop the feel of the aircraft and recognize how much back pressure is required to maintain your altitude.
Regarding your question on power, the Airplane Flying Handbook states, you will need "... substantial pitch control pressures, and the need for additional power to maintain altitude and airspeed during the turn." Personally, I teach a Private Pilot applicant to reduce power upon completing the first 360 degree turn, and then reapply power as he/she enters the second 360 degree turn. This allows more time for the applicant to become stabilized prior to beginning the turn in the opposite direction. On the other hand, when teaching a Commercial applicant, whether it be ASEL or AMEL, I teach the applicant to promptly go from a left 360 degree turn to a right 360 degree turn without adjusting the power. At the Commercial level, an applicant, in my opinion, should be able to control the aircraft's altitude while quickly transitioning from left turn, upright, right turn.
Thank you,
Cyndy
Wooow, so smart! (Y)
Love the videos but the hollow room echo is very distracting. Appreciate the channel.
Just use the legend for indentifaction... thanks...
Thank your 👩✈️. I’m 👨🏻🏫👨🏻✈️🇧🇷
Ok babe
you probably wont be at max weight ... freight dogs - hold my flight bag
Ummmm 3G?
Lol i thought you were a small boy when i saw the thumbnail
jerk
You need a psychiatric evaluation. I would be cautious about your statements
you wish!
That says a lot about your mind...She’s great at these videos
You might want to be concerned about what's between your ears versus your legs, when did you realize your mother didn't love you?