The chandelle originates from the earliest days of combat aviation, when dogfighting pilots executed rapid course reversals and maximum gains in altitude.

The purpose of the chandelle is to demonstrate the pilot's planning, orientation, coordination, and accuracy during a maximum-performance maneuver. This is accomplished by the pilot's smoothness, aircraft control through changing airspeeds and attitudes, and a maximum-performance gain in altitude at the end of the maneuver.

Maximum performance climbing turn: A chandelle is a maximum performance, 180° climbing turn that begins from approximately straight-and-level flight and concludes with the airplane in a wings-level, nose-high attitude just above stall speed.

Get the most altitude possible: The goal of a chandelle is to gain the most altitude possible for a given bank angle and power setting.

• The standard used to judge the maneuver is the pilot's proficiency at maximizing climb performance for the power and bank selected.
• The maneuver is not evaluated specifically on the amount of altitude gained.

Constant bank, changing pitch: The first 90° of a chandelle is defined by constant bank and changing pitch.

Constant pitch, changing bank: The second 90° of the maneuver is defined by constant pitch and changing bank.

Chandelle entry: The chandelle should be entered from straight-and-level flight or a shallow dive at the airplane's design maneuvering speed (Va), or at an airspeed recommended by the manufacturer.

Climbing turn: Once the bank angle is established (generally 30°), a climbing turn should be started with elevator back-pressure applied at a constant rate while simultaneously increasing engine power to the recommended setting.

The first 90°: During the first 90°, the pilot will set the bank angle, and then increase power and pitch at a rate so that maximum pitch-up is set at the completion of the first 90°.

The second 90°: Starting at the 90° point, the pilot begins a slow and coordinated constant rate rollout so as to have the wings level when the airplane is at the 180° point while maintaining the constant pitch attitude set in the first 90°.

Left-turning tendencies: Since the airspeed is constantly decreasing throughout the chandelle, the effects of left turning tendencies, such as P-factor, becomes more apparent.

• As airspeed decreases, right-rudder pressure increases.
• Coordinated flight should be maintained via the inclinometer and slip-skid sensations.

Smooth roll-out: At the 90° point, begin to smoothly roll out of the bank at a constant rate while maintaining the pitch attitude.

• As the rollout continues, the vertical component of lift increases, permitting a slight decrease in elevator back-pressure to maintain the pitch attitude.

Completion left and right: Near the completion of the chandelle, airspeed is slowest, which means right rudder pressure will be substantial for coordinated flight.

• This is more pronounced in a chandelle to the right, due to propeller forces. Adverse yaw will be present on the outside (left) wing, and left-turning tendencies will be present due to engine torque.
• In a chandelle to the left, the airplane's left-turning tendencies at high power will have a canceling effect on the adverse yaw created by the outside (right) wing. This will dampen the required rudder input for coordinated flight. Either very little left rudder or a reduction in right rudder pressure may be required.

End of maneuver: At the completion of 180° of turn, the wings should be leveled to the horizon and the airspeed should be just above stall speed.

• The airplane's pitch-high attitude should be held momentarily, after which it may be reduced and the airplane returned to straight-and-level cruise flight.

Too shallow, early stall: If a chandelle is begun with a bank that is too shallow, the pitch angle will increase excessively, and the airplane is likely to stall before it reaches the 180° point.

Too steep, excessive airspeed on rollout: If a chandelle is begun with a bank that is too steep, the airplane will make a comparatively level turn without enough airspeed loss. This would result in a tendency to raise the nose to reduce speed on rollout.

Incorrect pitch = inaccurate airspeed: During the first 90°, if the pitch is not correct, airspeed will be either above stall speed, or the airplane may aerodynamically stall prior to the completion of the maneuver.

Incorrect rollout rate = inaccurate heading: During the second 90°, if the rate of rollout is too rapid or sluggish, the airplane will either undershoot or exceed the 180° reversal heading turn as the wings come level to the horizon.

Procedure

• Select a heading
• Establish level flight or a shallow dive at or below maneuvering speed (Va) or manufacturer's recommended entry speed
• Roll 30° of bank
• Increase engine power and pitch attitude
• At the 90° point, maintain pitch attitude and begin rollout
• Manage turning tendencies with rudder during roll-out
• At the 180° point, complete roll-out to wings-level with airspeed just above VS1
• Hold this pitch attitude momentarily
• Return to cruise airspeed without loss of altitude

Common Errors

Common errors when performing chandelles include:

• Not clearing the area
• Initial bank is too shallow resulting in a stall
• Initial bank is too steep resulting in failure to gain maximum performance
• Allowing the bank angle to increase after initial establishment
• Not starting 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 prior to the 180° point being 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
• Stalling at any point during the maneuver
• Execution of a steep turn instead of a climbing maneuver
• Not scanning for other traffic during the maneuver
• Performing by reference to the flight instrument rather than visual references

Completion Standards

Commercial Pilot & CFI Airmen Certification Standards (ACS)

• Establish the angle of bank at approximately 30°.
• Simultaneously apply power and pitch to maintain a smooth, coordinated climbing turn, in either direction, to the 90° point, with a constant bank and continually decreasing airspeed.
• Begin a coordinated constant rate rollout from the 90° point to the 180° point maintaining power and a constant pitch attitude.
• Complete rollout at the 180° point, ±10° just above a stall airspeed, and maintaining that airspeed momentarily avoiding a stall.
• Resume a straight-and-level flight with minimum loss of altitude.