complete or exceeds the 180° turn as the wings come level  to the horizon. [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. 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] Common errors when performing chandelles are: 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. 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] 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.  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. 9-6 Lazy Eight • Performing by reference to the flight instrument rather  than visual references • Not scanning for other traffic during the maneuver • Execution of a steep turn instead of a climbing  maneuver • Stalling at any point during the maneuver • Poor flight control coordination  • Application of flight control pressures is not smooth • Pitch attitude is low on recovery resulting in airspeed  well above stall speed • Leveling the wings prior to the 180° point being reached • Allowing the pitch attitude to increase as the bank is  rolled out during the second 90° of turn • Not starting the recovery at the 90° point in the turn • Allowing the bank angle to increase after initial  establishment • Initial bank is too steep resulting in failure to gain  maximum performance • Initial bank is too shallow resulting in a stall • Not clearing the area