complete or exceeds the 180° turn as the wings come level to the horizon. 

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 most cases this is the airplane’s design maneuvering speed (V$_{A}$).  [Figure 9-3A] 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 9-3B] 

Since the airspeed is constantly decreasing throughout the chandelle, the effects of left turning tendencies, such as P-factor, becomes more apparent. As airspeed decreases, right-rudder pressure is progressively increased to ensure that the airplane remains in coordinated flight. The pilot should maintain coordinated flight by sensing slipping or skidding pressures applied to the controls and by quick glances to the ball in the turn-and-slip or turn coordinator. 

At the 90° point, the pilot should begin to smoothly roll out of the bank at a constant rate while maintaining the pitch attitude set in the first 90°. While the angle of bank is fixed during the first 90°, recall that as airspeed decreases, the overbanking tendency increases. [Figure 9-3C]  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; therefore, a slight release of elevator back pressure is required to keep the pitch attitude from increasing. 

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 9-3D] 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 right chandelle. At the completion of 180° of turn, the wings should be leveled to the horizon, the airspeed should be just above stall speed, and the airplane’s pitch high attitude should be held momentarily. 

[Figure 9-3E] Once demonstrated that 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: 

• Not clearing the area 

• Initial bank is too shallow resulting in a stall 

• Initial bank is too steep resulting in failure to gain maximum performance 

• Allowing the bank angle to increase after initial establishment 

• Not starting the recovery at the 90° point in the turn 

• Allowing the pitch attitude to increase as the bank is rolled out during the second 90° of turn 

• Leveling the wings prior to the 180° point being reached 

• Pitch attitude is low on recovery resulting in airspeed well above stall speed 

• Application of flight control pressures is not smooth 

• Poor flight control coordination 

• Stalling at any point during the maneuver 

• Execution of a steep turn instead of a climbing maneuver 

• Not scanning for other traffic during the maneuver 

• Performing by reference to the flight instrument 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 of airspeeds and attitudes. It is the only standard flight training maneuver that, at no time, flight control pressures are constant. In an attempt to simplify the discussion about this maneuver, the lazy eight can be loosely described by 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 9-4] 

To aid in the performance of the lazy eight’s symmetrical climbing/descending turns, prominent reference points must be selected 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 be discussed. 

