Good lesson. Nicely done. You might mention the difference in cowl on horizon look in side by side airplanes. Nose appears lower going right and higher going left. I understand the objectives of the ACS maneuvers, but most are impractical and all are high altitude orientation. Why would we actually want to make a steep level turn? IMC we limit both pitch and bank angle. We would, crop dusters, pipeline patrol pilots and all pilots in the pattern and mountains most places, need to turn more steeply as the horizontal space available becomes restricted. In these scenarios, the vertical space available is less than needed to recover, after startle, from inadvertent stall. So do we want to be in the airspeed limited situation that a steep level turns creates? Absolutely not. That is why crop dusters and pipeline patrol pilots learn the energy management turn rather than the level turn. The critical angle of attack is when the stall occurs, not why. A pilot pulling (pushing) back on the stick is required. Because of dynamic neutral stability for safety, the airplane cannot stall itself. So why do we introduce the very thing, in turns with load factor, that causes stall? Why do we indoctrinate the very thing that will kill you in the pattern? Maintaining altitude is a fine high altitude orientation and indoctrination, but not a fine low altitude orientation and indoctrination. Airspeed, and not altitude is life down there. First do no pull back on the stick without zoom reserve airspeed. With zoom reserve airspeed, enough airspeed to climb or maneuver without engine power, climb wings level to a speed appropriate for the reduction in radius of turn desired, lead rudder in the desired direction of turn (correct yaw rather than adverse yaw), as soon as the bank is started (if you didn't lead rudder the nose went the wrong way first a bit) release all back pressure on the stick, the turn of whatever bank needed to miss things in the horizontal space available or to capture the centerline extended or whatever target is now a 1 g turn, as the nose (between the legs in side by side) is coming onto target level the wing to prevent graveyard spiral and putting a low wing into a wire or terrain, use the increased airspeed in the dive to return wings level to near the beginning altitude. Why are we teaching the same maneuvers that don't relate to efficient flying on the Flight Review? I teach the basic low ground effect as far and fast as practicable takeoff, the 45 degree bank Dutch rolls that positively indicate the absolute need to lead rudder, the energy management 1 g turn of any bank angle, the apparent brisk walk rate of closure approach (covered as the stall down approach in Stick and Rudder), and the use of this power/pitch approach to angle across wide runways in strong crosswinds. Didn't they say PPL was a license to learn? Again good lesson on the steep turn maneuver.

Nice video Joe. Please keep them coming. As a glider pilot, I frequently (try to) fly constant bank turns to stay centered in the thermal. If the bank angle varies, we won’t stay centered. Further, there are many times when the lift is much stronger in the core of the thermal so we need to fly steep turns to stay in the strongest lift. The key to all of this is to fly constant bank, constant speed, and coordinated turns, just like in your J-3. Before entering the turn I note the pitch angle of the nose below the horizon I need to maintain a constant speed. The real horizon beats the artificial horizon any day of the week and flying that pitch angle solves the problem. In your video, you could also use the tip of the fuel float as a point of reference on the horizon. Steep turns have practical use, besides gliding, in mountain flying when you need to turn in a canyon, and should be taught by all instructors. The first time some pilot from Ohio uses this technique should not be in some tight spot in Idaho. Final fun fact: Any aircraft in gliding flight, a 747 at idle power, a J-3 with an engine out, or a super hot sailplane will lose the minimum amount of altitude in a 45° banked turn. Thanks for the videos, you’re our modern Wolfgang Langewiesche.

Great tip! Can't wait to try it out on the cub!

Love this, loved doing steep turns and turning the world on its side, easier to do than turns around a point too.

Great lesson

Great tips Joe. Thanks so much 😀

Thanks for a great video Joe!

This reminds me to kindly ask you to make a clear and easy video about flying while looking outside. Most of us, students, struggle with that. And, there isn't online advice about that topic.

Great content. Thanks for sharing

Nice!

Been following you on IG since you had a few thousand followers. So glad I found your KZfaq!

Thanks Joe!

👌🏻 great video

How did you put those overlays on the video? Is it a feature of the camera or done in post?

So realistic, I imagined I could smell the old 80 octane avgas, while I enjoyed your presentation!

What VSI ? 😃 Thanks for all the great videos!

Great video, awesome photography. What do you use to edit your videos?

Came here looking for tips on how to do steep turns in my J3. Horizon through the eyebrows 💪🏽💪🏽💪🏽

Looking outside is really the key...

What app do you use for the speed , altitude , etc … ?? Thanks 😊

As a Cessna driver...step turns withabout 7 degrees flap...works great ...when I had my Pitts...S1....I flew aerobatics daily...I thought I was the Red Baron.......lol my favorite recovery from inverted spin......

Bottom line: if your head is inside the airplane during a steep turn, you're doing it wrong.

Jersey? Oh lord….