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points are reached with planned attitude and airspeed.
In its execution, the dive, climb, and turn are all
combined, and the combinations are varied and applied
throughout the performance range of the airplane. It is
the only standard flight training maneuver during
which at no time do the forces on the controls
remain constant.
The lazy eight as a training maneuver has great value
since constantly varying forces and attitudes are
required. These forces must be constantly coordinated,
due not only to the changing combinations of banks,
dives, and climbs, but also to the constantly varying
airspeed. The maneuver helps develop subconscious
feel, planning, orientation, coordination, and speed
sense. It is not possible to do a lazy eight mechanically,
because the control pressures required for perfect
coordination are never exactly the same.
This maneuver derives its name from the manner in
which the extended longitudinal axis of the airplane is
made to trace a flight pattern in the form of a figure 8
lying on its side (a lazy 8). [Figure 9-4]
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. At no
time throughout the lazy eight is the airplane flown
straight and level; instead, it is rolled directly from one
bank to the other with the wings level only at the
moment the turn is reversed at the completion of each
180° change in heading.
As an aid to making symmetrical loops of the 8 during
each turn, prominent reference points should be
selected on the horizon. The reference points selected
should be 45°, 90°, and 135° from the direction in
which the maneuver is begun.
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.
The maneuver is started from level flight with a
gradual climbing turn 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. The rate of rolling into the
bank must be such as to prevent the rate of turn from
becoming too rapid. As the pitch attitude is raised, the
airspeed decreases, causing the rate of turn to increase.
Since the bank also is being increased, it too causes
the rate of turn to increase. Unless the maneuver is
begun with a slow rate of roll, the combination of
increasing pitch and increasing bank will 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° point, the pitch attitude should be at
maximum and the angle of bank continuing to
Figure 9-4. Lazy eight.

　
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