A B C D E Entry 1. Level flight 2. Maneuvering or cruise speed (whichever is  less or manufacturer’s recommended speed) 45° point 1. Maximum pitch-up attitude 2. Bank 15° (approximate) 90° point 1. Bank 30° (approximate) 2. Minimum speed 3. Maximum altitude 4. Level pitch attitude 135° point 1. Maximum pitch-down 2. Bank 15° (approximate) 180° point 1. Level flight 2. Entry airspeed 3. Altitude same as entry altitude Figure 9-4.  Lazy eight. 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. 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 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  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  9-7