Lazy Eight: AFH Chapter 9 Performance Maneuvers

Handbook Reference

AFH Ch 9

9.lazy-eight. Lazy Eight

The lazy eight is a commercial-level performance maneuver consisting of two opposing 180° turns flown in opposite directions, with simultaneous, continuously varying climbs and descents. Properly flown, the airplane's nose traces a flight path against the horizon resembling a horizontal figure-8 — hence the name. The maneuver derives its name from the lazy, lethargic manner in which the nose rises and falls and rolls from one side to the other. It is one of the few maneuvers in which constant changes in pitch, bank, and power are required throughout, making it an excellent exercise in coordination, planning, and feel for the airplane near its performance limits.

Purpose. The lazy eight develops the pilot's ability to apply continuously varying control pressures, maintain coordination throughout maneuvers in which speed, attitude, and load factor are constantly changing, and plan ahead so that the airplane arrives at predetermined points with the correct attitude and airspeed. It is required for the Commercial Pilot certificate.

Reference Points and Setup.

Select a prominent reference line on the ground (a road, section line, or shoreline) perpendicular to the airplane's heading.
Establish the manufacturer's recommended entry airspeed (typically maneuvering speed, V_A, or as specified in the POH) and entry power setting in level flight.
Pick three reference points on the horizon: the 45° point, the 90° point, and the 135° point, located along the horizon to either side of the entry heading.
Perform clearing turns and conduct the maneuver at an altitude that allows recovery no lower than 1,500 ft AGL.

Procedure. A lazy eight to the left is flown as follows:

Entry to 45° point (climbing left turn). From level flight at entry airspeed, smoothly begin a climbing turn to the left. Pitch and bank increase together. At the 45° point on the horizon, the airplane should reach maximum pitch-up attitude (approximately 30° nose-up) with about 15° of bank. Airspeed is decreasing.
45° to 90° point (apex). Bank continues to increase while pitch begins to decrease toward the horizon. At the 90° point, the airplane is at the highest altitude of the maneuver, slowest airspeed (just above stall, typically 5–10 knots above power-on stall speed), with maximum bank of approximately 30°, and the nose slicing through the horizon going down. Heading has changed 90° from entry.
90° to 135° point (descending turn). Bank decreases while pitch continues downward. At the 135° point, the airplane reaches maximum nose-low attitude with about 15° of bank, airspeed increasing.
135° to 180° point (recovery to level). Bank and pitch continue to roll out and pull up smoothly so that at the 180° point the airplane is at entry altitude, entry airspeed, wings level, but on the opposite heading.
Reverse direction. Without pause, begin the second half by rolling smoothly into a climbing turn in the opposite direction (to the right), repeating steps 1–4 mirrored. The maneuver consists of two complete loops of the figure-8.

Key Symmetry Requirements. Each 90° segment should be a mirror image of the others in pitch, bank, altitude gain/loss, and airspeed change. The crossover point — where the airplane returns to entry altitude, heading, and airspeed wings-level — is the only moment of straight-and-level flight in the maneuver.

Common Errors.

Using the elevator alone to raise and lower the nose, rather than allowing pitch to change as a function of bank and power.
Failing to achieve maximum pitch attitude at the 45° point.
Gaining or losing altitude at the completion point (poor symmetry).
Allowing the bank angle to exceed approximately 30° at the 90° point.
Stalling the airplane near the apex from too much back pressure combined with low airspeed.
Poor coordination — slipping or skidding through the slow, high-bank portion at the top.
Inconsistent airspeed at the 180° crossover.
Failing to scan and clear throughout the maneuver.

Completion Standards (Commercial ACS). The applicant is expected to:

Maintain altitude at the 180° point within ±100 ft of entry altitude.
Maintain airspeed at the 180° point within ±10 knots of entry airspeed.
Maintain heading at the 180° point within ±10° of the desired heading.
Achieve approximately 30° bank at the steepest point.
Maintain coordinated flight throughout.

The lazy eight is best learned in stages: first practicing climbing and descending turns, then linking them, and finally refining the symmetry. A common training tip is to think in fourths — the 45°, 90°, 135°, and 180° points — and visualize the airplane's attitude and airspeed at each one before flying it.

Oral Exam Questions a DPE Might Ask

Q1What are the airplane's pitch, bank, and airspeed at the 90° point of a lazy eight?

At the 90° point the airplane is at its highest altitude and slowest airspeed (just above power-on stall speed), with the nose passing through the horizon downward and approximately 30° of bank — the steepest bank of the maneuver.

Q2What are the Commercial ACS completion standards for the lazy eight at the 180° point?

Altitude within ±100 feet of entry altitude, airspeed within ±10 knots of entry airspeed, and heading within ±10° of the desired heading, while maintaining coordinated flight and approximately 30° of bank at the steepest point.

Q3What are common errors in the lazy eight and how do you correct them?

Common errors include not reaching maximum pitch at the 45° point, exceeding 30° bank at the apex, uncoordinated flight, and altitude or airspeed mismatch at the 180° crossover. Corrections involve continuous, smooth control inputs rather than discrete pitch and bank changes, plus pre-planning the attitude and airspeed targets at each 45° checkpoint.