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Shown in Figure 9-4A , 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 9-4B]  As the pitch attitude is raised, the airspeed decreases, which causes the rate of turn to increase. As such, the lazy eight must 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 should be momentarily 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 avoided. Pilots should remember that since the airspeed is still decreasing as the airplane is climbing; additional right rudder pressure must be applied to counteract left turning tendencies, such as P-factor. As the airspeed decreases, right rudder pressure must be gradually applied to counteract yaw at the apex of the lazy eight in both the 

right and left turns; however, additional right rudder pressure is required when turning or rolling out to the right than left because left adverse yaw augments with the left yawing P-factor in an attempt to yaw the nose to the left. Correction is needed to prevent these additive left yawing moments from decreasing a right turn’s rate. 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 9-4C] 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 

