Transcript Lazy Eights - Kansas State University

Lazy Eights
Objective
• Exhibit knowledge of the
elements related to performance
factors associated with lazy
eights
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
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
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
Objective
–If excess power is used you will
gain altitude when the maneuver
is completed, insufficient power
will result in a altitude loss
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
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
Reference Point
–Enter perpendicular to the wind
and make your turns into the
wind
–Do clearing turns before you
start the maneuver
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
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
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
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
Plan,Orient and Maneuver
• At the 45o point the pitch
should be at its maximum and
the angle of bank should be 15o
Plan,Orient and Maneuver
At 45o
Altitude
Increasing
Airspeed
Decreasing
Pitch Attitude
Maximum
Bank Angle
15o
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
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
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
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
Plan,Orient and Maneuver
At 90o
Altitude
Maximum
Airspeed
Minimum
Pitch Attitude
Level
Bank Angle
30o
Plan,Orient and Maneuver
• During the third 45o segment
the bank should be decreased
while the nose continues to be
lowered
Plan,Orient and Maneuver
• The nose must be lowered as
slowly as it was raised to
prevent diving and losing too
much altitude
Plan,Orient and Maneuver
At 135o
Altitude
Decreasing
Airspeed
Increasing
Pitch Attitude
Minimum
Bank Angle
15o
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
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
Plan,Orient and Maneuver
At 180o
Altitude
Entry
Airspeed
Entry
Pitch Attitude
Level
Bank Angle
0o
Maneuver
• Constant change of pitch, bank
and rate of turn
• Attitude and airspeed consistent
at the 90o points + 100 ft and
+ 10 knots
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
Common Errors
• Poor selection of reference
points
–Easily identified
–Not too close
• Uncoordinated use of the flight
controls
Common Errors
–Maintain coordinated flight
–Compensate for torque
–Check inclinometer
• Unsymmetrical loops from poor
pitch and bank attitude changes
Common Errors
–Stalling before reaching the 90o
point
–Excessive diving
–Rushing the angle of bank
• Inconsistent airspeed and/or
altitude at key points
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
Common Errors
• Excessive deviation from
reference points
–Each 45o segment must be
preplanned and the proper pitch
and bank attained