Figure 10-3. Chandelle.
Prior to starting the chandelle, the flaps and landing gear (if retractable) should be in the UP position. The chandelle is initiated by
properly clearing the airspace for air traffic and hazards. The maneuver should be entered from straight-and-level flight or a shallow
dive at an airspeed recommended by the manufacturer —in many cases this is the airplane’s design maneuvering speed (V A) or
operating maneuvering speed (VO). [Figure 10-3A] After the appropriate entry airspeed has been established, the chandelle is started
by smoothly entering a coordinated turn to the desired angle of bank. Once the bank angle is established, which is generally 30°, a
climbing turn should be started by smoothly applying elevator back pressure at a constant rate while simultaneously increasing engine
power to the recommended setting. In airplanes with a fixed-pitch propeller, the throttle should be set so as to not exceed rotations per
minute (rpm) limitations. In airplanes with constant-speed propellers, power may be set at the normal cruise or climb setting as
appropriate. [Figure 10-3B]
As airspeed decreases during the chandelle, left-turning tendencies, such as P-factor, have greater effect. As airspeed decreases, right
rudder pressure is progressively increased to ensure that the airplane remains in coordinated flight. The pilot maintains coordinated
flight by sensing physical slipping or skidding, by glancing at the ball in the turn-and-slip or turn coordinator, and by using
appropriate control pressures.
At the 90° point, the pilot should begin to smoothly roll out of the bank at a constant rate while maintaining the pitch attitude attained
at the end of the first 90°. While the angle of bank is fixed during the first 90°, recall that as airspeed decreases, the overbanking
tendency increases. [Figure 10-3C] As a result, proper use of the ailerons allows the bank to remain at a fixed angle until rollout is
begun at the start of the final 90°. As the rollout continues, the vertical component of lift increases. However, as speed continues to
decrease, a slight increase of elevator back pressure is required to keep the pitch attitude from decreasing.
When the airspeed is slowest, near the completion of the chandelle, right rudder pressure is significant, especially when rolling out
from a left chandelle due to left adverse yaw and left-turning tendencies, such as P-factor. [Figure 10-3D] When rolling out from a
right chandelle, the yawing moment is to the right, which partially cancels some of the left- turning tendency’s effect. Depending on
the airplane, either very little left rudder or a reduction in right rudder pressure is required during the rollout from a r ight chandelle.
At the completion of 180° of turn, the wings should be level to the horizon, the airspeed should be just above the power-on stall
speed, and the airplane’s pitch-high attitude should be held momentarily. [Figure 10-3E]
Once the airplane is in controlled flight, the pitch attitude may be reduced and the airplane returned to straight-and-level cruise flight.
Common errors when performing chandelles are:
1. Not clearing the area
2. Initial bank is too shallow resulting in a stall
3. Initial bank is too steep resulting in failure to gain maximum performance
4. Allowing the bank angle to increase after initial establishment
5. Not starting the recovery at the 90° point in the turn
6. Allowing the pitch attitude to increase as the bank is rolled out during the second 90° of turn
7. Leveling the wings prior to the 180° point being reached
8. Pitch attitude is low on recovery resulting in airspeed well above stall speed
9. Application of flight control pressures is not smooth
10. Poor flight control coordination
11. Stalling at any point during the maneuver
12. Execution of a steep turn instead of a climbing maneuver
13. Not scanning for other traffic during the maneuver
14. Performing by reference to the instruments rather than visual references
Lazy Eight
The lazy eight is a maneuver that is designed to develop the proper coordination of the flight controls across a wide range o f
airspeeds and attitudes. It is the only standard flight training maneuver in which flight control pressures are constantly changing. In an
attempt to simplify the discussion about this maneuver, the lazy eight can be loosely compared to the ground reference maneuver, S-
turns across the road. Recall that S-turns across the road are made of opposing 180° turns. For example, first a 180° turn to the right,
followed immediately by a 180° turn to the left. The lazy eight adds both a climb and descent to each 180° segment. The first 90° is a
climb; the second 90° is a descent. [Figure 10-4]
Figure 10-4. Lazy eight.
The previous description of a lazy eight and figure 10-4 describe how a lazy eight looks from outside the flight deck and describes it
as two 180° turns with altitude changes. How does it look from the pilot's perspective? Think of the longitudinal axis of the airplane
as a pencil, which draws on whatever it points to. During this maneuver, the longitudinal axis of the airplane traces a symmetrical
eight on its side with segments of the eight above and below the horizon, and it takes both 180° turns to form both loops of an eight.
The first 90° of the first 180° turn traces the upper portion of one of the loops. The second 90° portion of the second 180° turn traces
the lower portion of that loop at the end of the maneuvuer. The second 90° of the first 180° turn and the first 90° of the second 180°
turn complete the other loop of the eight. The sensation of using the airplane to slowly draw this symbol gives the maneuver its name.
To aid in the performance of the lazy eight’s symmetrical climbing/descending turns, the pilot selects prominent reference points on
the natural horizon. The reference points selected should be at 45°, 90°, and 135° from the direction in which the maneuver is started
for each 180° turn. With the general concept of climbing and descending turns grasped, specifics of the lazy eight can then b e
discussed.
Shown in Figure 10-4A, from level flight a gradual climbing turn is begun in the direction of the 45° reference point. The climbing
turn should be planned and controlled so that the maximum pitch-up attitude is reached at the 45° point with an approximate bank
angle of 15°. [Figure 10-4B] As the pitch attitude is raised, the airspeed decreases, which causes the rate of turn to increase. As such,
the lazy eight should begin with a slow rate of roll as the combination of increasing pitch and increasing bank may cause the rate of
turn to be so rapid that the 45° reference point will be reached before the highest pitch attitude is attained. At the 45° reference point,
the pitch attitude should be at the maximum pitch-up selected for the maneuver while the bank angle is slowly increasing. Beyond the
45° reference point, the pitch-up attitude should begin to decrease slowly toward the horizon until the 90° reference point is reached
where the pitch attitude passes through level.
The lazy eight requires substantial skill in coordinating the aileron and rudder; therefore, some discussion about coordination is
warranted. As pilots understand, the purpose of the rudder is to maintain coordination; slipping or skidding is to be avoide d. Pilots
should remember that since the airspeed is still decreasing as the airplane is climbing; additional right rudder pressure should be
applied to counteract left-turning tendencies, such as P-factor. As the airspeed decreases, right rudder pressure should be gradually
applied to counteract yaw at the apex of the lazy eight in both the right and left turns; however, additional right rudder p ressure is
required when using right aileron control pressure. When displacing the ailerons for more lift on the left wing, left adverse yaw
augments with the left-yawing P-factor in an attempt to yaw the nose to the left. In contrast, in left climbing turns or rolling to the left,
the left yawing P-factor tends to cancel the effects of adverse yaw to the right; consequently, less right rudder pressure is required.
These concepts can be difficult to remember; however, to simplify, rolling right at low airspeeds and high-power settings requires
substantial right rudder pressures.
At the lazy eight’s 90° reference point, the bank angle should also have reached its maximum angle of approximately 30°. [Figure
10-4C] The airspeed should be at its minimum, just about 5 to 10 knots above stall speed, with the airplane’s pitch attitude passing
through level flight. Coordinated flight at this point requires that, in some flight conditions, a slight amount of opposite aileron
pressure may be required to prevent the wings from overbanking while maintaining rudder pressure to cancel the effects of left-
turning tendencies.
The pilot should not hesitate at the 90° point but should continue to maneuver the airplane into a descending turn. The rollout from
the bank should proceed slowly while the airplane’s pitch attitude is allowed to decrease. When the airplane has turned 135°, the
airplane should be in its lowest pitch attitude. [Figure 10-4D] Pilots should remember that the airplane’s airspeed is increasing as the
airplane’s pitch attitude decreases; therefore, maintaining proper coordination will require a decrease in right rudder pressure. As the
airplane approaches the 180° point, it is necessary to progressively relax rudder and aileron pressure while simultaneously raising
pitch and roll to level flight. As the rollout is being accomplished, the pilot should note the amount of turn remaining and adjust the
rate of rollout and pitch change so that the wings and nose are level at the original airspeed just as the 180° point is reached.
Upon arriving at 180° point, a climbing turn should b e started immediately in the opposite direction toward the preselected reference
points to complete the second half of the lazy eight in the same manner as the first half. [Figure 10-4E]
Power should be set so as not to enter the maneuver at an airspeed that would exceed manufacturer’s recommendations, which is
generally no greater than V A or V O. Power and bank angle have significant effect on the altitude gained or lost; if excess power is
used for a given bank angle, altitude is gained at the completion of the maneuver; however, if insufficient power is used for a given
bank angle, altitude is lost.
Common errors when performing lazy eights are:
1. Not clearing the area
2. Maneuver is not symmetrical across each 180°
3. Inadequate or improper selection or use of 45°, 90°, 135° references
4. Ineffective planning
5. Gain or loss of altitude at each 180° point
6. Poor control at the top of each climb segment resulting in the pitch rapidly falling through the horizon
7. Airspeed or bank angle standards not met
8. Control roughness
9. Poor flight control coordination
10. Stalling at any point during the maneuver
11. Execution of a steep turn instead of a climbing maneuver
12. Not scanning for other traffic during the maneuver
13. Performing by reference to the flight instruments rather than visual references
Chapter Summary
Performance maneuvers are used to develop a pilot’s skills in coordinating the flight control’s use and effect while enhancin g the
pilot’s ability to divide attention across the various demands of flight. Performance maneuvers are also designed to further develop a
pilot’s application and correlation of the fundamentals of flight and integrate developing skills into advanced maneuvers. Developing
highly-honed skills in performance maneuvers allows the pilot to effectively progress toward the mastery of flight. Mastery is
developed as the mechanics of flight become a subconscious, rather than a conscious, application of the flight controls to maneuver
the airplane in attitude, orientation, and position.