Commercial Flight Maneuvers

Question 1

What is a steep turn? (FAA-H-8083-3)

Answer 1

Steep turns are those resulting from a degree of bank (more than approximately 45 degrees) at which the overbanking tendency of an airplane overcomes stability, and the bank tends to increase unless pressure is applied to the aileron controls to prevent it. Maximum turning performance is attained and relatively high load factors are imposed.

Question 2

What is the desired bank angle in a steep turn? (FAA‑S‑ACS-7)

Answer 2

A bank angle of at least 50° (±5°) is desired.

Question 3

What is the recommended entry speed for a steep turn? (FAA‑S‑ACS-7)

Answer 3

Establish the manufacturer’s recommended airspeed or if one is not stated, a safe airspeed not to exceed VA.

Question 4

How do you maintain altitude in a steep turn? (FAA-H-8083-3)

Answer 4

To maintain bank angle and altitude, as well as orientation, requires an awareness of the relative position of the horizon to the nose and the wings. If the altitude begins to increase or decrease, changing elevator back pressure can be used to alter the altitude; however, a more effective method is a slight increase or decrease in bank angle to control small altitude deviations. If the altitude is decreasing, reducing the bank angle a few degrees helps recover or stop the altitude loss trend; if the altitude is increasing, increasing the bank angle a few degrees will help recover or stop the altitude increase trend.

Question 5

What are the altitude, airspeed, bank, and heading tolerances for a steep turn? (FAA‑S‑ACS-7)

Answer 5

Maintain the entry altitude, ±100 feet, airspeed, ±10 knots, bank, ±5°; and roll out on the entry heading, ±10°.

Question 6

What is a chandelle? (FAA-H-8083-3)

Answer 6

A “chandelle” is a maximum performance climbing turn beginning from approximately straight and level flight, and ending at the completion of 180° of turn in a wings-level, nose-high attitude at the minimum controllable airspeed.

Question 7

In a chandelle, constant bank and changing pitch occur in what part of the maneuver? (FAA-H-8083-3)

Answer 7

The first 90° of turn require a constant 30° of bank and a gradual and constant change in pitch attitude.

Question 8

In a chandelle, constant pitch and changing bank occur in what part of the maneuver? (FAA-H-8083-3)

Answer 8

The last 90° of turn requires a very gradual change in bank from 30° to 0° and a constant pitch attitude so as to arrive at minimum airspeed as the airplane is rolled out to a wings-level attitude.

Question 9

What is the maximum amount of bank in the chandelle? (FAA‑S‑ACS-7)

Answer 9

30° of bank.

Question 10

What should your speed be upon completion of the chandelle? (FAA‑S‑ACS-7)

Answer 10

You should begin a coordinated constant-rate rollout from the 90° point to the 180° point, ±10° just above a stall airspeed, and maintaining that airspeed momentarily avoiding a stall.

Question 11

At what two points will your wings be level in a chandelle? (FAA‑S‑ACS-7)

Answer 11

Immediately before entering the chandelle and upon rollout at the 180° point.

Question 12

What is a lazy eight? (FAA-H-8083-3)

Answer 12

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.

Question 13

What procedures are recommended prior to beginning a lazy-eight maneuver? (FAA-H-8083-3)

Answer 13

Prior to performing a lazy eight, the airspace behind and above should be clear of other air traffic. The maneuver should be entered from straight-and-level flight at normal cruise power and at the airspeed recommended by the manufacturer or at the airplane’s design maneuvering speed.

Question 14

Where should the highest pitch attitude occur in a lazy eight? (FAA-H-8083-3)

Answer 14

At the 45° point the pitch attitude should be at a maximum and the angle of bank continuing to increase. Also, at the 45° point, the pitch attitude should start to decrease slowly toward the horizon at the 90° reference point.

Question 15

Where should the lowest nose-down attitude occur in a lazy eight? (FAA-H-8083-3)

Answer 15

When the airplane has turned 135°, the nose should be at its lowest pitch attitude.

Question 16

What are the altitude, airspeed and heading tolerances allowed when performing a lazy eight? (FAA-S-ACS-7)

Answer 16

You should achieve the following throughout the maneuver:

a. Approximately 30° bank at the steepest point.

b. Constant change of pitch, roll rate, and airspeed.

c. Altitude tolerance at 180° points, ±100 feet (30 meters) from entry altitude.

d. Airspeed tolerance at the 180° point, ±10° knots from entry airspeed.

e. Heading tolerance at the 180° point, ±10°.

Question 17

To summarize, describe the appropriate values to be obtained in a lazy eight at the entry, 45-, 90-, 135- and 180-degree points. (FAA-H-8083-3)

Answer 17

Entry

— Level flight

— Maneuvering or cruise speed (whichever is less) or manufacturer’s recommended speed

45° point

— Maximum pitch-up attitude

— Bank angle at 15°

90° point

— Bank angle approximately 30°

— Minimum airspeed

— Maximum altitude

— Level pitch attitude

135° point

— Maximum pitch-down attitude

— Bank approximately 15°

180° point

— Level flight

— Original heading (±10°)

— Entry airspeed (±10 knots)

— Entry altitude (±100 feet)

Question 18

What are eights-on-pylons? (FAA-H-8083-3)

Answer 18

Eights-on-pylons is a training maneuver that involves flying the airplane in circular paths, alternately left and right, in the form of a figure-8 around two selected points or pylons on the ground. No attempt is made to maintain a uniform distance from the pylon. Instead, the airplane is flown at such an altitude and airspeed that a line parallel to the airplane’s lateral axis, and extending from the pilot’s eye appears to pivot on each of the pylons.

Question 19

How do you determine pivotal altitude for eights-on-pylons? (FAA-H-8083-3)

Answer 19

A rule of thumb for estimating pivotal altitude using true airspeed in no-wind conditions, or ground speed when the wind is blowing, is to square the speed and divide by 15 for miles per hour or 11.3 for knots.

Question 20

Does the pivotal altitude change in eights-on-pylons? (FAA-H-8083-3)

Answer 20

Yes, the pivotal altitude is critical and will change with variations in ground speed. Since the headings throughout the turns continually vary from directly downwind to directly upwind, the ground speed will constantly change. This will result in the proper pivotal altitude varying slightly throughout the eight. Therefore, adjustment must be made for this by climbing and descending as necessary to hold the reference line or point on the pylons. This change in altitude will be dependent on how much the wind affects the ground speed.

Remember…

Ground speed goes UP, Pivotal Altitude goes UP.

Ground speed goes DOWN, Pivotal Altitude goes DOWN.

Question 21

How far should one pylon be from the other pylon in eights-on-pylons? (FAA-S-ACS-7)

Answer 21

They should be of sufficient distance apart to permit straight and level flight between pylons.

Question 22

At the steepest point, the bank angle in an eights-on-pylon maneuver should be what value? (FAA-S-ACS-7)

Answer 22

Establish the correct bank angle for the conditions, not to exceed 40°.

Question 23

Where is the highest pivotal altitude likely to occur in eights-on-pylons? (FAA-H-8083-3)

Answer 23

As the airplane turns downwind the ground speed increases; consequently the pivotal altitude is higher and the airplane must climb to hold the reference line on the pylon.

Question 24

Where is the lowest pivotal altitude likely to occur in eights-on-pylons? (FAA-H-8083-3)

Answer 24

As the airplane heads into the wind, the ground speed decreases; consequently the pivotal altitude is lower and the airplane must descend to hold the reference line on the pylon.

Question 25

What action should you take if your wing reference point appears to move ahead of the pylon? Move behind the pylon? (FAA-H-8083-3)

Answer 25

If the reference line appears to move ahead of the pylon, the pilot should increase altitude. If the reference line appears to move behind the pylon, the pilot should decrease altitude. Varying rudder pressure to yaw the airplane and force the wing and reference line forward or backward to the pylon is a dangerous technique and must not be attempted.

Question 26

What is a power-off 180° accuracy approach and landing? (FAA-H-8083-3)

Answer 26

Power-off accuracy approaches and landings are made by gliding, with the engine idling, from a specific point on downwind to touchdown, in a normal landing attitude at or within 200 feet beyond the specified touchdown point.

Question 27

State the objective of learning a power-off 180° accuracy approach and landing. (FAA-H-8083-3)

Answer 27

The objective is to instill the judgment and procedures necessary for accurately flying the airplane, without power, to a safe landing. The ability to estimate the distance an airplane will glide and maintain the proper glide path while maneuvering the airplane is the real basis of all power-off accuracy approaches and landings.

Question 28

What are the standards expected of a student when executing this type of approach and landing? (FAA-S-ACS-7)

Answer 28

a. Complete the appropriate checklist. b. Make radio calls as appropriate. c. Plan and follow a flightpath to the selected landing area taking into consideration altitude, wind, terrain, and obstructions. d. Position airplane on downwind leg, parallel to landing runway. e. Correctly configure the airplane. f. As necessary, correlate crosswind with direction of forward slip and transition to side slip for landing. g. Touch down within -0/+200 feet from the specified touchdown point with no side drift, minimum float, and with the airplane’s longitudinal axis aligned with and over the runway centerline.

Question 29

What is a steep spiral? (FAA-H-8083-3)

Answer 29

Answer A steep spiral is nothing more than a constant gliding turn, during which a constant radius around a point on the ground is maintained similar to the maneuver “turns around a point.” The radius should be such that the steepest bank will not exceed 60°.

Question 30

What is the objective of a steep spiral? (FAA-H-8083-3)

Answer 30

The objective of this maneuver is to improve pilot techniques for airspeed control, wind drift control, planning, orientation, and division of attention. The steep spiral is not only a valuable flight training maneuver, but has practical application by providing a procedure for dissipating altitude while remaining over a selected spot in preparation for landing, especially for emergency forced landings.

Question 31

During the steep spiral, how will you maintain a turn of constant radius around the selected spot on the ground? (FAA-H-8083-3)

Answer 31

Maintaining a constant radius during the maneuver will require correction for wind drift by steepening the bank on downwind headings and shallowing the bank on upwind headings. During the descending spiral, the pilot must judge the direction and speed of the wind at different altitudes and make appropriate changes in the angle of bank to maintain a uniform radius.

Question 32

What standards must you maintain when executing a steep spiral? (FAA-S-ACS-7)

Answer 32

Start at an altitude that will allow a series of three 360°-turns. Maintain the specified airspeed ±10 knots, roll out toward object or specified heading ±10°, and do not exceed 60° of bank while applying wind drift correction to track a constant radius circle around a defined reference point.

Question 33

What is an accelerated stall? (FAA-H-8083-3)

Answer 33

Accelerated stalls are stalls that occur at higher indicated airspeeds and/or lower than anticipated pitch attitudes as a result of excessive loads being suddenly imposed on an aircraft during improperly executed steep turns, stall and spin recoveries, and pull-ups from steep dives.

Question 34

What is the objective of performing an accelerated stall? (FAA-H-8083-3)

Answer 34

The objective of demonstrating accelerated stalls is not to develop competency in setting up the stall, but rather to learn how they may occur and to develop the ability to recognize such stalls immediately, and to take prompt, effective recovery action.

Question 35

If an airplane is skidding towards the outside of a steep turn, which wing will stall first? (FAA-H-8083-3)

Answer 35

It will have a tendency to roll to the inside of the turn because the inside wing stalls first.

Question 36

What standards must you maintain when executing an accelerated stall? (FAA-S-ACS-7)

Answer 36

a. Clear the area. b. Select an entry altitude that will allow the task to be completed no lower than 3,000 feet AGL. c. Establish the configuration as specified by the evaluator. d. Set power appropriate for the configuration, such that the airspeed does not exceed the maneuvering speed (VA), flap extension speed (VFE), landing gear extended speed (VLE), and any other POH/AFM limitation. e. Establish and maintain a coordinated turn in a 45° bank, increasing elevator back pressure smoothly and firmly until an impending stall is reached. f. Acknowledge the cues and recover promptly at the first indication of an impending stall (e.g., aircraft buffet, stall horn, etc.). g. Execute a stall recovery in accordance with procedures set forth in the POH/AFM. h. Retract the flaps to the recommended setting, if applicable; retract the landing gear, if retractable, after a positive rate of climb is established. i. Accelerate to VX or VY speed before the final flap retraction; return to the altitude, heading, and airspeed specified by the evaluator.