Performance maneuvers are used to develop a pilot’s skills  in coordinating the flight control’s use and effect while  enhancing 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. its lowest pitch attitude.  [Figure 9-4D]  Pilots should  remember that the airplane’s airspeed is increasing as the  airplane’s pitch attitude decreases; therefore, to maintain  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 be 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 9-4E] 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$_{A}$. 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: Chapter Summary 9-8 • 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  • Control roughness • Airspeed or bank angle standards not met • Poor control at the top of each climb segment resulting  in the pitch rapidly falling through the horizon • Gain or loss of altitude at each 180° point • Ineffective planning • Inadequate or improper selection or use of 45°, 90°,  135° references • Maneuver is not symmetrical across each 180° • Not clearing the area