Lazy eights
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Lazy Eights. Objective. Exhibit knowledge of the elements related to performance factors associated with lazy eights. Objective. Consists of two symmetrical 180 o turns flown in opposite directions while climbing and descending during the turns.

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Objective

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


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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


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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


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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


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    Objective

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


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    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


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    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


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    Reference Point

    • Enter perpendicular to the wind and make your turns into the wind

    • Do clearing turns before you start the maneuver


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    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


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    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


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    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


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    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


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    Plan,Orient and Maneuver

    • At the 45o point the pitch should be at its maximum and the angle of bank should be 15o


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    Plan,Orient and Maneuver

    At 45o

    Altitude Increasing

    Airspeed Decreasing

    Pitch Attitude Maximum

    Bank Angle 15o


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    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


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    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


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    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


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    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


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    Plan,Orient and Maneuver

    At 90o

    Altitude Maximum

    Airspeed Minimum

    Pitch Attitude Level

    Bank Angle 30o


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    Plan,Orient and Maneuver

    • During the third 45o segment the bank should be decreased while the nose continues to be lowered


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    Plan,Orient and Maneuver

    • The nose must be lowered as slowly as it was raised to prevent diving and losing too much altitude


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    Plan,Orient and Maneuver

    At 135o

    Altitude Decreasing

    Airspeed Increasing

    Pitch Attitude Minimum

    Bank Angle 15o


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    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


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    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


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    Plan,Orient and Maneuver

    At 180o

    Altitude Entry

    Airspeed Entry

    Pitch Attitude Level

    Bank Angle 0o


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    Maneuver

    • Constant change of pitch, bank and rate of turn

    • Attitude and airspeed consistent at the 90o points + 100 ft and + 10 knots


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    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


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    Common Errors

    • Poor selection of reference points

      • Easily identified

      • Not too close

    • Uncoordinated use of the flight controls


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    Common Errors

    • Maintain coordinated flight

    • Compensate for torque

    • Check inclinometer

  • Unsymmetrical loops from poor pitch and bank attitude changes


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    Common Errors

    • Stalling before reaching the 90o point

    • Excessive diving

    • Rushing the angle of bank

  • Inconsistent airspeed and/or altitude at key points


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    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


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    Common Errors

    • Excessive deviation from reference points

      • Each 45o segment must be preplanned and the proper pitch and bank attained


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