Lazy Eights

1. Lazy Eights

2. Objective • Exhibit knowledge of the elements related to performance factors associated with lazy eights

3. Objective • Consists of two symmetrical 180o turns flown in opposite directions while climbing and descending during the turns. • Name comes from the pattern traced by the nose • Maneuver must be done slowly and smoothly

4. Objective • Lazy eights require smooth coordinated use of the flight controls • At no time are you straight and level • Maneuver requires constantly changing control pressure

5. Objective • The control pressure change with combinations of climbs and descents at varying airspeeds • Power setting must maintain the altitude for the maximum and minimum airspeeds used

6. Objective • If excess power is used you will gain altitude when the maneuver is completed, insufficient power will result in a altitude loss

7. Altitude • The altitude must be high enough to ensure you do not descent below 1500 ft AGL • Pick a starting altitude that is easy to read on your altimeter

8. Reference Point • Select a prominent 90o reference point in the distance • If possible select reference points that will help identify the 45o and 135o points

9. Reference Point • Enter perpendicular to the wind and make your turns into the wind • Do clearing turns before you start the maneuver

10. Establish Entry Conditions • Entry speed should be that recommended by the manufacturer, or below VA • Remember that VA varies with the weight of your airplane

11. Plan,Orient and Maneuver • Start from straight and level flight with a gradual climbing turn to the 45o point • Pitch must be increased faster than bank

12. Plan,Orient and Maneuver • Rate of roll must be must be slow to prevent the rate of turn from becoming excessive • As you raise the nose, airspeed decreases causing the rate of turn to increase

13. Plan,Orient and Maneuver • Unless you begin with a slow rate of roll the combination of increasing pitch and increasing bank will cause you to reach the 45o point before you reach the highest pitch angle

14. Plan,Orient and Maneuver • At the 45o point the pitch should be at its maximum and the angle of bank should be 15o

15. Plan,Orient and Maneuver At 45o Altitude Increasing Airspeed Decreasing Pitch Attitude Maximum Bank Angle 15o

16. Plan,Orient and Maneuver • During the second 45o portion the pitch attitude decreases, the airspeed continues to decrease and the bank angle continues to increase

17. Plan,Orient and Maneuver • Due to decreasing airspeed the effects of torque must be counteracted • More rudder is needed in a right turn • In a left turn less is need since torque is acting in the direction of turn

18. Plan,Orient and Maneuver • In a right climbing turn the controls may be cross controlled since left aileron may be needed to prevent overbanking and right rudder is needed to correct for torque

19. Plan,Orient and Maneuver • At the 90o point the plane should be at maximum altitude, minimum airspeed (5 to 10 knots above stall speed, FTM Bonanza 80 knots) and 30o angle of bank

20. Plan,Orient and Maneuver At 90o Altitude Maximum Airspeed Minimum Pitch Attitude Level Bank Angle 30o

21. Plan,Orient and Maneuver • During the third 45o segment the bank should be decreased while the nose continues to be lowered

22. Plan,Orient and Maneuver • The nose must be lowered as slowly as it was raised to prevent diving and losing too much altitude

23. Plan,Orient and Maneuver At 135o Altitude Decreasing Airspeed Increasing Pitch Attitude Minimum Bank Angle 15o

24. Plan,Orient and Maneuver • During the last 45o segment you must plan your rollout and pitch change so the wings become level and the entry airspeed and altitude are attained just as you reach the 180o point

25. Plan,Orient and Maneuver • During this descending turn airspeed will be increasing, so you will need to relax some of the right rudder pressure you were holding

26. Plan,Orient and Maneuver At 180o Altitude Entry Airspeed Entry Pitch Attitude Level Bank Angle 0o

27. Maneuver • Constant change of pitch, bank and rate of turn • Attitude and airspeed consistent at the 90o points + 100 ft and + 10 knots

28. Maneuver • At the completion of the maneuver you should be within + 100 feet and + 10 knots of the starting altitude and airspeed • Heading should be within + 10o

29. Common Errors • Poor selection of reference points • Easily identified • Not too close • Uncoordinated use of the flight controls

30. Common Errors • Maintain coordinated flight • Compensate for torque • Check inclinometer • Unsymmetrical loops from poor pitch and bank attitude changes

31. Common Errors • Stalling before reaching the 90o point • Excessive diving • Rushing the angle of bank • Inconsistent airspeed and/or altitude at key points

32. Common Errors • Adjust power after the first maneuver if off entry airspeed or altitude Loss of orientation. Need to observe your reference point as well as your attitude indicator, altimeter and airspeed indicator

33. Common Errors • Excessive deviation from reference points • Each 45o segment must be preplanned and the proper pitch and bank attained