Objective: To develop the perfect coordination of controls through a wide range of airspeeds and altitudes so that certain accuracy points are reached with planned altitude and airspeed.
Instructor Actions: Review this maneuver with student on ground prior to flight and explain and demonstrate the maneuver for the student toward the beginning of the flight. Then continue following the Demonstration-Performance Training Method (Explanation, Demonstration, Student Performance/Instructor Supervision, Evaluation). Or use the Telling and Doing Technique (Instructor Tells-Instructor Does, Student Tells-Instructor Does, Students Tells-Student Does).
Student Actions: Student will answer questions to display knowledge of this maneuver when prompted by the instructor. The student will perform each step of the maneuver. If the Telling and Doing Technique is used then the student will also “tell” (describe each step of) the maneuver.
Elements:
- a lazy-eight consists of two 180° turns in opposite directions, while making a climb and a descent in a symmetrical pattern during each of the turns (forces on controls are not constant)
- select an altitude that will allow the task to be performed no lower than 1,500’ AGL
- clear airspace prior to beginning the maneuver (use a total of 180° of turn while scanning for traffic)
- establish appropriate settings (normal cruise power, at recommended airspeed not to exceed maneuvering speed)
- chose reference points at 45°, 90°, and 135° in relation to a straight line
- first note airspeed and altitude, then roll into a climbing turn adding a very small amount of bank at first so that maximum pitch up is reached at 45°
- at 45° max pitch attitude should be reached and pitch should then begin to decrease, bank angle should begin to increase
- at 90° the bank should have increased to about 30° and airspeed should only be 5-10 knots above stall then bank should begin to decrease and pitch attitude should begin to decrease
- at 135° the pitch attitude should be lowest, and should be gradually increased, as bank continues to decrease so that straight-and-level flight at the entry altitude and airspeed is reached at 180°
- Immediately after reaching 180° the maneuver should be continued (repeated in the opposite direction) for the second half of the maneuver
- resume straight and level flight after completing the maneuver
Common Errors:
- not using enough right rudder (gradually applied) at top of turns to counteract torque
- failure to adequately clear the area
- not watching reference points, eyes not outside
- inadequate planning, not meeting prescribed points with the proper pitch or bank
- slipping/skidding
- failure to scan for traffic
- control roughness
Completion Standards: The lesson is complete when the student is able to demonstrate knowledge of the maneuver by answering questions and by satisfactory performance of the maneuver according to the expectations of the instructor based upon the standards of the PTS for the student’s stage in training.
PTS: The student should achieve the following throughout the maneuver
a. approximately 30° bank at the steepest point
b. constant change of pitch and roll rate
c. altitude tolerance at 180° points, +/- 100’ from entry altitude
d. airspeed tolerance at the 180° point, +/- 10 knots from entry airspeed
e. heading tolerance at the 180° point +/- 10°
Sources: AFH (2004 edition), 9-6, through 9-8, figure 9-4 and 9-5. Commercial PTS (Effective August 1, 2002), 1-24. AIH (2009 edition), 8-6 through 8-8.
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