Really? huh... 15-30º here in Canada, and over 30º is steep.
The terms I've always heard were "shallow" being 10* and under, "medium" being 11*-20*, "standard" being 20*-30*, and "steep" being anything over 30*.
man I dont remember very well but I think in my training we went all the way to 45 degrees, Im pretty sure FAA asks for 45 degrees as long as its within aircraft limitshttp://www.avweb.com/news/leadingedge/l ... 220-1.html
this is all I cared to find lol.
Steep Turns and Slow Flight are two different things. We are talking about banking while in slow flight and what is the safe "maximum" bank for the maneuvers.
BTW, what I was talking about with stalling while in slow flight, specifically in the Cessna 172R for this example.
Typically "slow flight" is approx. 50-55 KIAS for a 172R after a max gross weight takeoff (2450 lbs). Flaps Up stall speed is 44 knots. At 30* bank, stall speed is 48 knots. That's cutting it really close to stalling if you're doing 50 knots. Having done slow flight in even light chop, 5 knot excursions aren't unusual. That means that you can easily stall the aircraft. The point of slow flight is to learn how to fly slow, near stall, without actually stalling. If you stall, you've failed the task. So, putting the airplane in a condition where you're within 5 knots of the stall speed for the given bank angle is setting yourself up for failure and thus is not a safe practice. That's where my issue with using 30* of bank is. You're not learning anything by stalling and potentially spinning the plane, no matter what the altitude, especially when the aircraft is explicitly not spin approved. For a glider or spin-approved aircraft, there is some merit to "cutting it close" while under the watchful eye of an instructor or safety pilot because the risk of bending or breaking the aircraft is very low, but for most training aircraft, you're putting yourself in a dangerous position. To assume that an aircraft can safely survive an accidental spin ignores the accidents that prove otherwise and the reason for the regulations that require aircraft to be approved for spinning.