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Commercial pilot · ACS CA.V.C · Instructor lesson plan

Chandelles

Student pack: Train: Chandelles · Full lesson: Prepare guide

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1 · Objective

By the end of this lesson your student can explain chandelles in their own words, apply it in a realistic situation, and fly it to the ACS standard for CA.V.C.

Why it matters for safety: A chandelle is controlled flight at decaying speed and high angle of attack while turning: the same setup as a climbing turn away from terrain or a box canyon. Done uncoordinated or too slow, it ends in a stall or spin. Practicing it builds the feel for energy and coordination near the stall.

2 · Assign before the lesson

Pre-work: the free Train pack, Chandelles. A maximum-performance climbing 180° turn: constant 30° bank to the 90° point, then a constant-pitch rollout just above the stall.

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Pack: pilotprep.pro/train/cpl/chandelles · Full lesson: pilotprep.pro/prepare/cpl/chandelles

3 · Teach sequence

Key points to land

  • The purpose: getting the most altitude out of a 180° change of direction, with precise coordination as the airspeed decays.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
  • Clear the area; start at an altitude that keeps the whole maneuver at or above 1,500 feet AGL.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.V.C.S1-S2)
  • Pick outside references for the 90° point and the 180° reciprocal and note the entry heading (into the wind if possible). Enter at the recommended speed (at or below VA), roll to about 30° of bank, then set power as the POH recommends (full throttle within RPM limits in a fixed-pitch airplane) and raise the nose for a smooth climbing turn.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.V.C.S3-S5; Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
  • First 90°: constant bank, pitch increasing smoothly, airspeed decreasing.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.V.C.S5)
  • Second 90°: hold a constant pitch attitude (the picture, not the controls: add a little back pressure as speed decays to keep the nose from dropping) and roll out at a constant rate, finishing level-winged at 180° ±10° just above the stall. A stall warning or buffet before 180° ends the maneuver: lower the nose, stay coordinated, recover.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.V.C.S6-S7)
  • As speed decays, left-turning tendencies grow: right rudder increases through the climb either way and is greatest rolling out of a left chandelle; rolling out of a right one the rollout yaw partly cancels them, so less right rudder (maybe a touch of left). Fly the ball.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
  • Hold the near-stall speed momentarily without stalling, then lower the nose to resume straight-and-level with minimum altitude loss.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.V.C.S7-S8)

Flying it

  • Configuration: clean (gear and flaps up), entry at the POH speed or VA or below, power as recommended (in a fixed-pitch airplane, full throttle as the climb begins without exceeding the RPM limit; with a constant-speed propeller, the POH climb or cruise setting, not automatically maximum).(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
  • Roll to about 30° of bank, then begin a climbing turn, adding power and increasing pitch smoothly so the pitch peaks at the 90° point.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
  • At the 90° point the airspeed should be about halfway between the entry speed and just above the stall: much faster means you pitched up too slowly, much slower too aggressively. From 90° to 180°, hold that pitch attitude and roll out at a constant rate; the airspeed keeps decaying and reaches just above the stall as the wings come level at 180°.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
  • Pitch control throughout: the airspeed must fall continuously; too little pitch ends fast and low, too much stalls early.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)

The aerodynamics

  • Keep it coordinated: as speed drops, P-factor and slipstream effects grow, needing more right rudder, especially rolling out of a left chandelle.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
  • The overbanking tendency increases as airspeed decays in the first 90°; hold a constant 30° until the 90° point. Fly by outside references with quick glances inside, not by the heading indicator.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
  • Enter at or below VA, which is lower at lighter weights; abrupt inputs at higher speed can overstress the airplane.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
  • An accelerated stall can occur if you pull hard in the turn; smooth, steady pitch changes avoid it.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
  • Turn radius tightens as speed decays. That's the only link to confined areas: a chandelle is not an escape maneuver, since it ends at the reciprocal just above a stall, in the lowest-energy state. In a narrowing valley, turn back early.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)

Energy

  • The chandelle converts kinetic energy (speed) into potential energy (height). The best result uses all the speed, ending just above the stall, not below it.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
  • After the 180° point, lower the nose to regain flying speed before anything else.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)

Doing it safely

  • Clear the area with clearing turns before every maneuver, and keep scanning: you're turning, climbing and descending through other airplanes' airspace.(AC 90-48, Pilots' Role in Collision Avoidance)
  • Keep the whole maneuver at or above 1,500 feet AGL, with room to recover from a stall or spin.(Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers)
  • Divide attention: outside references for attitude and orientation, quick glances inside for altitude and airspeed. Fixating on one instrument is how errors grow.(Risk Management Handbook (FAA-H-8083-2A))
  • Keep the ball centered. Uncoordinated flight at high angles of attack is the setup for an accelerated or cross-controlled stall and a spin.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
  • Distraction, poor task priorities, lost situational awareness and disorientation: fly the airplane first, re-establish orientation on outside references and the instruments, and abandon the maneuver if you lose it.(Risk Management Handbook (FAA-H-8083-2A))

Watch for in the airplane: Your instructor watches the clearing, entry speed, a constant 30° bank to 90°, steady pitch increase, a constant-rate rollout at constant pitch, the ball centered as speed decays, and a finish just above the stall at 180°.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

  1. Recall · What bank angle does the chandelle use, and where does the rollout begin?

    A strong answer: About 30° of bank, held constant to the 90° point; the rollout runs from 90° to 180°.

  2. Understand · Why does a chandelle need more right rudder toward the end?

    A strong answer: Airspeed is low and power high, so P-factor and slipstream yaw the airplane left; more right rudder keeps it coordinated.

  3. Apply · At the 150° point, the stall horn sounds steadily. What do you do?

    A strong answer: A stall warning before 180° ends it: reduce the angle of attack at once, lower the nose, stay coordinated, and recover to straight and level; I pitched up too far early in the maneuver.

Scenarios to talk through

  • You finish the rollout at 180° with 20 knots above stall speed. What went wrong?

    Sound decision: Too little pitch: you didn't trade enough speed for height. Increase the pitch smoothly through the first 90° next time.

  • In a left chandelle the ball is well to the right near the end. What's happening?

    Sound decision: Ball to the outside of a left turn is a skid, not a slip: not enough right rudder for the left-turning tendencies at low speed. Step on the ball (right rudder) to center it.

  • You need to reverse course in a narrowing valley. What does the chandelle teach about that?

    Sound decision: Nothing to copy: a chandelle isn't an escape maneuver, it ends slow, near a stall. It shows only that slower means a tighter turn. The real lesson is to turn back early, before the valley forces it.

5 · Common student errors

  • Increasing the bank during the climbing turn.

    Why it matters: The first half is flown at a constant bank.

    How to correct it: Hold 30° to the 90° point.

  • Letting the pitch attitude change during the rollout.

    Why it matters: The second half is flown at a constant pitch attitude.

    How to correct it: Hold the picture, adding back pressure as speed decays, and roll out at a constant rate.

  • Mistiming the rollout.

    Why it matters: Starting it late, or leveling the wings before 180°, breaks the 180° ±10° standard; too shallow a bank stalls early, too steep never gets maximum performance and becomes a steep climbing turn.

    How to correct it: Start the rollout at 90° and time it to reach wings level at 180°.

  • Uncoordinated at the end.

    Why it matters: Low speed, high power: a stall-spin setup.

    How to correct it: Lead with right rudder as speed decays.

6 · Completion standard

  • About 30° of bank; smooth coordinated climbing turn to the 90° point with constant bank and decreasing airspeed; constant-pitch, constant-rate rollout to the 180° point.
  • Complete the rollout at 180° ±10°, just above stall speed, held momentarily; resume straight-and-level with minimum altitude loss; no lower than 1,500 feet AGL.
  • Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
  • They talk through the scenarios and reach a safe, legal decision, explaining why.
  • They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on CA.V.C: pilotprep.pro/exam?exam=CPL&focus=CA.V.C

7 · References

  • Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers; Ground Reference Maneuvers
  • Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Aerodynamics of Flight
  • AC 90-48, Pilots' Role in Collision Avoidance
  • Commercial Pilot ACS (FAA-S-ACS-7B), Area V
  • Your airplane's POH/AFM, speeds and limitations
  • Airman Certification Standards, task CA.V.C

PilotPrep instructor lesson plan, from the Chandelles lesson (checked against current FAA sources 2026-11-13). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.