Performing the Maneuver To enter a steep turn to the left, roll into a coordinated 45°  bank turn to the left. An advantage that glass panel displays  have over analog instrumentation is a 45° bank indication on  the roll scale. This additional index on the roll scale allows  the pilot to precisely roll into the desired bank angle instead  of having to approximate it as is necessary with analog  instrumentation.  [Figure 7-68] As soon as the bank angle increases from level flight, the  vertical component of lift begins to decrease. If the vertical  component of lift is allowed to continue to decrease, a  pronounced loss of altitude is indicated on the altimeter  along with the VSI tape, as well as the altitude trend  indicator. Additionally, the airspeed begins to increase due  to the lowered pitch attitude. It is very important to have  a comprehensive scan developed prior to training in steep  turns. Utilization of all of the trend indicators, as well the  VSI, altimeter, and ASI, is essential in learning to fly steep  turns by reference to instruments alone. Figure 7-68.  Steep left turn. In order to avoid a loss of altitude, the pilot begins to slowly  increase back pressure on the control yoke in order to increase  the pitch attitude. The pitch change required is usually no  more than 3 degrees to 5 degrees, depending on the type of  aircraft. As the pilot increases back pressure, the angle of  attack increases, thus increasing the vertical component of  lift. When a deviation in altitude is indicated, proper control  force corrections need to be made. During initial training of  steep turns, pilots have a tendency to overbank. Over banking  is when the bank angle exceeds 50°. As the outboard wing  begins to travel faster through the air, it begins to generate a  7-54 greater and greater differential in lift compared to the inboard  wing. As the bank angle continues to progress more and  more steeply past 45°, the two components of lift (vertical  and horizontal) become inversely proportionate.  Once the angle has exceeded 45°, the horizontal component  of lift is now the greater force. If altitude should continue to  decrease and the pilot only applies back yoke pressure, the  aircraft’s turn radius begins to tighten due to the increased  hori zontal force. If aft control pressure continues to increase,  there comes a point where the loss of the vertical component  of  lift and aerodynamic wing loading prohibits the nose of  the  aircraft from being raised. Any increase in pitch only  tightens the turning radius.  The  key to successfully performing a steep turn by reference  to  instruments alone is the thorough understanding of the  aero dynamics involved, as well as a quick and reliable cross- chec k. The pilot should utilize the trim to avoid holding  cont rol forces for any period of time. With time and practice,  a  flight instructor can demonstrate how to successfully fly  stee p turns with and without the use of trim. Once the aircraft  is tri mmed for the maneuver, accomplishing the maneuver is  virtually a hands-off effort. This allows additional time for  cross-checking and interpreting the instruments. It is  imperative when correcting for a deviation in altitude,  that  the pilot modify the bank angle ±5° in order to vary the  verti cal component of lift, not just adjust back pressure. These  two actions should be accomplished simultaneously. During the recovery from steep turns to straight-and-level  flight, aft control forces must be varied with the power control  to arrive back at entry altitude, heading and airspeed. Steps: 1.  Perform clearing turns. 2.  Roll left into a 45° bank turn and immediately begin to  increase the pitch attitude by approximately 3° to 5°. 3.  As the bank rolls past 30°, increase power to maintain  the entry airspeed. 4.  Apply trim to eliminate any aft control wheel forces. 5.  Begin rolling out of the steep turn approximately 20°  prior to the desired heading. 6.  Apply forward control pressure and place the pitch  attitude in the level cruise pitch attitude. 7.  Reduce power to the entry power setting to maintain  the desired airspeed. 8.  Re-trim the aircraft as soon as practical or continue  into a right hand steep turn and continue from step 3. XPDR 5537 IDNT LCL23:00:34  VOR 1  270 °  2  1  1  2   -1 5 00 5300  5200  5100  3900  4900  4800  4700  3600  3500  3400  3300  3200  3100  20 80 5000 4000  150  140 130 110 100 90  1 120 9 TAS 126KT  OAT 7°C  NAV1 108.00 113.00 NAV2 108.00 110.60 134.000 118.000 COM1 123.800 118.000 COM2 $_{WPT }$_ _ _ _ _ _$_{ DIS }$_ _ ._ $_{NM}$ $_{DTK }$_ _ _$_{°}$ TRK 360° ALERTS 