The lazy eight is a maneuver that is designed to develop the proper coordination of the flight controls across a wide range of airspeeds and attitudes. It is the only standard flight training maneuver in which flight control pressures are constantly changing. In an attempt to simplify the discussion about this maneuver, the lazy eight can be loosely compared to the ground reference maneuver, S- turns across the road. Recall that S-turns across the road are made of opposing 180° turns. For example, first a 180° turn to the right, followed immediately by a 180° turn to the left. The lazy eight adds both a climb and descent to each 180° segment. The first 90° is a climb; the second 90° is a descent. [Figure 10-4]
The previous description of a lazy eight and figure 10-4 describe how a lazy eight looks from outside the flight deck and describes it as two 180° turns with altitude changes. How does it look from the pilot’s perspective? Think of the longitudinal axis of the airplane as a pencil, which draws on whatever it points to. During this maneuver, the longitudinal axis of the airplane traces a symmetrical eight on its side with segments of the eight above and below the horizon, and it takes both 180° turns to form both loops of an eight. The first 90° of the first 180° turn traces the upper portion of one of the loops. The second 90° portion of the second 180° turn traces the lower portion of that loop at the end of the maneuver. The second 90° of the first 180° turn and the first 90° of the second 180° turn complete the other loop of the eight. The sensation of using the airplane to slowly draw this symbol gives the maneuver its name.
To aid in the performance of the lazy eight’s symmetrical climbing/descending turns, the pilot selects prominent reference points on the natural horizon. The reference points selected should be at 45°, 90°, and 135° from the direction in which the maneuver is started for each 180° turn. With the general concept of climbing and descending turns grasped, specifics of the lazy eight can then be discussed.
Shown in Figure 10-4A, 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 10-4B] As the pitch attitude is raised, the airspeed decreases, which causes the rate of turn to increase. As such, the lazy eight should 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 passes through level.
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 should be applied to counteract left-turning tendencies, such as P-factor. As the airspeed decreases, right rudder pressure should be gradually applied to counteract yaw at the apex of the lazy eight in both the right and left turns; however, additional right rudder pressure is required when using right aileron control pressure. When displacing the ailerons for more lift on the left wing, left adverse yaw augments with the left-yawing P-factor in an attempt to yaw the nose to the left. 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 10-4C] 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 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 its lowest pitch attitude. [Figure 10-4D] Pilots should remember that the airplane’s airspeed is increasing as the airplane’s pitch attitude decreases; therefore, maintaining 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 10-4E]
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 VA or VO. 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:
1. Not clearing the area 2. Maneuver is not symmetrical across each 180° 3. Inadequate or improper selection or use of 45°, 90°, 135° references 4. Ineffective planning 5. Gain or loss of altitude at each 180° point 6. Poor control at the top of each climb segment resulting in the pitch rapidly falling through the horizon 7. Airspeed or bank angle standards not met 8. Control roughness 9. Poor flight control coordination 10. Stalling at any point during the maneuver 11. Execution of a steep turn instead of a climbing maneuver 12. Not scanning for other traffic during the maneuver 13. Performing by reference to the flight instruments rather than visual references
