Chandelles

Standards:

Step-by-Step:

 
Common Errors:

The chandelle was perfected by French aviators during World War I, who described it as monter en chandelle, “to climb around a candle”. I find it easier to understand how a maneuvers is to be performed when I can apply to an idea like “climbing around a candle” or “going up a spiral staircase”.

1. Exhibits the knowledge of the elements related to performance factors associated with chandelles.
2. Select an altitude no less than 1,500 feet AGL.
3. Your goal is to establish approximately 30° of bank, but never exceed it at any time.
4. Apply power and pitch at the same time to maintain a smooth, coordinated climbing turn while maintaining a constant bank to the 90°point.
5. After the 90° point, begin your rollout, while still maintaining the same power settings and pitch attitude. At the completion of the turn at the 180° point you will be within ± 10°of desired heading, and +5 knots of your stall speed (you should be able to hear your stall warning horn going off).
6. At the completion of the 180° turn, call-out your final altitude, resume straight and level flight, & be within ±50 feet of your final altitude.

1. Select an altitude that will allow recovery no lower than 1500ft AGL
2. Select a large prominent reference point far off the wing tip (you want to select a reference like a large lake, mountain, or something that is easily recognizable, because at one point during the maneuver you will lose sight of your reference and if it’s not easily recognizable you might not find it, which will destroy your chances of effectively completed the maneuver).
3. Perform pre-maneuver checklist; Perform clearing turns
4. Stabilize in level cruise flight at VA (maneuveror designated airspeed which ever is slower.
5. Enter a coordinated 30° bank in the direction of the reference point
6. Smoothly apply full power while simultaneously increasing the pitch attitude at a constant rate so as to obtain a pitch at the 90° point, which when maintained, will result in the aircraft slowing to just above the stalling speed at the completion of the 180° point
7. Maintain coordination and constant 30° bank angle during the first 90°
8. After passing the 90° point, maintain coordination and begin a slow, constant rate roll-out so as to arrive at the wings level position just as the 180 degree turn is completed
9. At the 90° point, the back pressure should be adjusted as required to maintain a constant pitch attitude until reaching the 180° point
10. Upon reaching the 180° point, the aircraft should be held momentarily just above stall airspeed with the wings level
11. Maintain rudder control due to torque effects
12. When rolling out of left or right chandelles right and left rudder must be applied respectively
13. More right rudder on a left chandelle due to torque than right chandelle (torque cancelled out)
14. Upon completion, maintain altitude and accelerate to normal cruise

1. Improper pitch, bank, and power coordination during entry or completion
2. Initial pitch-up attitude to quick resulting in the aircraft approaching stall speed before 180° of direction change has occurred
3. Initial pitch-up attitude too slow resulting in completion of maneuver at an airspeed above stall
4. Initial bank angle exceeded resulting in completion of maneuver at an airspeed well above stall
5. Initial bank angle to shallow resulting in approach of stall speed before 180° of direction
6. Failure to add full power at the start of the maneuver
7. Uncoordinated use of flight controls-not using enough rudder to compensate for torque effect
8. Improper planning and timing of pitch and bank attitude changes
9. Factors related to failure in achieving maximum performance
10. Not maintaining appropriate bank angles during the maneuver
11. Not maintaining appropriate pitch attitude during the maneuver
12. Not planning aheadA stall during the maneuverUsually occurs in the last 90° of turn due to poor planning. 
13. At the completion of the maneuver the airspeed should be approximately plus 5 knots above the stall speed
14. Excessive deviation from desired heading during completion; allowing the heading to drift due to lack of torque correction