Chandelle
The chandelle is a maximum performance climbing turn that demands smooth coordination and precise energy management. Understanding the chandelle maneuver helps pilots recognize how pitch, bank, and power adjustments work together to achieve the highest altitude gain within a specified heading change.
Introduction to Chandelle
- Chandelles develop a pilot's coordination, orientation, planning and feel for maximum performance flight.
- A chandelle is a maximum performance 180° climbing turn beginning from straight-and-level flight and ending wings level, nose high at Minimum Controllable Airspeed (MCA).
- Torque effect will become more prominent through the maneuver.
- You should hear the stall warning horn if at minimum controllable airspeed.
- When you have a solid understanding of Chandelles, compare your knowledge against the Commercial Pilot (Airplane) Airman Certification Standards.
Purpose of Chandelles
- Develops positive control techniques at varying airspeeds and altitudes with the goal of the maneuver being to gain the most altitude possible for a given bank angle and power setting.
- The standard used to judge the maneuver is not the amount of altitude gained, but rather the pilot's proficiency as it pertains to maximizing climb performance for the power and bank selected, as well as the skill demonstrated.
- According to the AOPA, a chandelle shows how much rudder is required to counteract yaw as an airplane slows and its wing angle of attack increases at high engine power, and the differences in rudder and aileron pressure when making a climbing left turn compared to a climbing right turn.
- Though not it's specific purpose, the principles demonstrated by performing a chandelle can be a potentially lifesaving turnaround maneuver for pilots who mistakenly fly into canyons or regions of rising terrain and make a tight, 180-degree turn.
Chandelle Procedure
- Perform clearing turns.
- Select an altitude that will allow the maneuver to be performed no lower than 1,500 feet above ground level (AGL).
- Maintain level flight by adjusting pitch and setting power for the manufacturers recommended airspeed.
- In many cases this airspeed is the airplane's design maneuvering speed (VA) or operating maneuvering speed (VO).
- Trim as necessary.
- Ensure aircraft is in a clean configuration (flaps up, gear up, as applicable) per POH.
- Pick a prominent visual reference point at 90°, off the wing tip of the first turn.
- Prominent visual reference points will help you keep situational awareness throughout the maneuver.
- The farther away, the more accurate and steady the procedure can be flown.
- Phase 1: (constant bank and continuously increasing pitch)
- Initiate a roll into a 30° bank (± 5°) in the direction of the reference point.
- After the bank is established, initiate a climbing turn by smoothly applying elevator back-pressure to increase the pitch attitude, and increase power smoothly as appropriate to maximize performance (typically to climb power).
- In airplanes with a fixed-pitch propeller, the throttle should be set so as to not exceed rotations per minute (rpm) limitations.
- In airplanes with constant-speed propellers, power may be set at the normal cruise or climb setting as appropriate.
- Anticipate increasing right rudder pressure requirements as airspeed decreases and torque effects become more pronounced to maintain coordination.
- Maintain smooth application of flight control pressures and continuous coordination to prevent stalls or skidding.
- While maintaining a 30° bank (± 5°), continue increasing the pitch attitude at a constant rate so as to attain the highest pitch altitude at the 90° point (reference point) in the turn.
- If the pitch attitude is set too low, the airplane's airspeed will never decrease to just above stall speed.
- If the pitch attitude is set too high, the airplane may aerodynamically stall prior to completion of the maneuver.
- As airspeed slows, increased back pressure will be required.
- As airspeed slows and back pressure is added, overbanking tendencies increase.
- Maintain smooth application of flight control pressures and continuous coordination.
- Phase 2: (constant pitch and continuously decreasing bank)
- At the 90° point in the turn, maintain the pitch attitude by continuing to increase back-pressure (due to decreasing airspeed).
- Initiate a slow rate of roll-out so as to arrive at the 180° (± 10°) point with the wings level (reference point off from the opposite wing) and at minimum controllable airspeed (just above stall warning).
- Right Chandelles: When rolling out from a right chandelle, the yawing moment is to the right, meaning, either very little left rudder or a reduction in right rudder pressure is required during the rollout from a right chandelle.
- Left Chandelles: When rolling out from a left chandelle, the yawing moment is to the right, meaning, significant right rudder pressure is is required during the rollout from a left chandelle, especially when rolling out from a left chandelle due to left adverse yaw and left-turning tendencies, such as P-factor.
- Maintain smooth application of flight control pressures and continuous coordination.
- To recover, maintain the heading while decreasing the pitch attitude, allowing the airplane to accelerate while maintaining the last altitude attained.
- Maintain smooth application of flight control pressures and continuous coordination.
- As cruise airspeed is attained, set cruise power.
- Re-trim as necessary.
- Complete cruise checklist.
Chandelle Common Errors
- Failure to adequately clear the area.
- Too shallow an initial bank, resulting in a stall.
- Too steep an initial bank, resulting in failure to gain maximum performance.
- Allowing the bank angle to increase after establishing initial bank angle.
- Failure to start the recovery at the 90° point in the turn.
- Allowing the pitch attitude to increase as the bank is rolled out during the second 90° of turn.
- Leveling the wings before the 180° point is reached.
- Pitch attitude is low on recovery resulting in airspeed well above stall speed.
- Application of flight control pressures is not smooth.
- Poor flight control coordination (slipping or skidding).
- Stalling at any point during the maneuver.
- Execution of a steep turn instead of a climbing maneuver.
- Failure to scan for other aircraft.
- Performing by reference to the instruments rather than visual references
Commercial Pilot (Airplane) Chandelles Airman Certification Standards
- Objective: To determine whether the applicant exhibits satisfactory knowledge, risk management, and skills associated with chandelles
- Note: See Appendix 3: Aircraft, Equipment, and Operational Requirements & Limitations for information related to this Task
- References: FAA-H-8083-2 (Risk Management Handbook), FAA-H-8083-3 (Airplane Flying Handbook), FAA-H-8083-25 (Pilot Handbook of Aeronautical Knowledge); POH/AFM
Commercial Pilot (Airplane) Chandelles Knowledge:
The applicant demonstrates an understanding of:-
CA.V.C.K1:
Purpose of chandelles. -
CA.V.C.K2:
Aerodynamics associated with chandelles, to include:-
CA.V.C.K2a:
Coordinated and uncoordinated flight. -
CA.V.C.K2b:
Overbanking tendencies. -
CA.V.C.K2c:
Maneuvering speed, including the impact of weight changes. -
CA.V.C.K2d:
Accelerated stalls.
-
-
CA.V.C.K3:
Appropriate airplane configuration for maximum performance climb. -
CA.V.C.K4:
Proper pitch control required for continuously decreasing airspeed.
Commercial Pilot (Airplane) Risk Management:
The applicant is able to identify, assess, and mitigate risks associated with:-
CA.V.C.R1:
Failure to divide attention between airplane control and orientation. -
CA.V.C.R2:
Collision hazards, to include aircraft and terrain. -
CA.V.C.R3:
Low altitude maneuvering, including stall or spin. -
CA.V.C.R4:
Distractions, task prioritization, loss of situational awareness, or disorientation. -
CA.V.C.R5:
Failure to maintain coordinated flight. -
CA.V.C.R6:
Failure to manage energy state. -
CA.V.C.R7:
Rate and radius of turn with confined area operations.
Commercial Pilot (Airplane) Skills:
The applicant exhibits the skills to:-
CA.V.C.S1:
Clear the area. -
CA.V.C.S4:
Select an altitude that will allow the maneuver to be performed no lower than 1,500 feet above ground level (AGL). -
CA.V.C.S3:
Establish the appropriate entry configuration, power, and airspeed. -
CA.V.C.S4:
Establish the angle of bank at approximately 30°. -
CA.V.C.S5:
Simultaneously apply power and pitch to maintain a smooth, coordinated climbing turn, in either direction, to the 90° point, with a constant bank and continuously decreasing airspeed. -
CA.V.C.S6:
Begin a coordinated constant rate rollout from the 90° point to the 180° point maintaining power and a constant pitch attitude. -
CA.V.C.S7:
Complete rollout at the 180° point, ±10° just above a stall airspeed, and maintaining that airspeed momentarily avoiding a stall. -
CA.V.C.S8:
Resume a straight-and-level flight with minimum loss of altitude.
Chandelle Conclusion
- Remain mindful that performance calculations are usually more optimistic than actual performance
- Atmospheric conditions will effect altitude gained, the altitude is not what matters however
- Consider actual versus realized performance when doing any performance calculations
- Consider practicing maneuvers on a flight simulator to introduce yourself to maneuvers or knock off rust
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