Commercial pilot · ACS CA.V.C
Chandelles
The chandelle trades airspeed for altitude in a 180° climbing turn, finishing wings-level just above the stall. It's a lesson in energy, pitch control and rudder.
Why this one matters
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.
Can’t miss
- •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)
What you should know
Flying it K1 · K3 · K4
- 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 K2 · R7
- 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 R6
- 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 R1 · R2 · R3 · R4 · R5
- 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))
On the flight
ACS standards
- 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.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.V.C.S4-S6)
- 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.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.V.C.S2, S7-S8)
What your instructor is watching for
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°.
Scenarios
Decide what you would do first, then see the worked answer.
You finish the rollout at 180° with 20 knots above stall speed.
What went wrong? See the worked answer
Too little pitch: you didn't trade enough speed for height. Increase the pitch smoothly through the first 90° next time.
Airplane Flying Handbook (FAA-H-8083-3C), Performance Maneuvers
In a left chandelle the ball is well to the right near the end.
What's happening? See the worked answer
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.
PHAK (FAA-H-8083-25C), Aerodynamics of Flight
You need to reverse course in a narrowing valley.
What does the chandelle teach about that? See the worked answer
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.
Risk Management Handbook (FAA-H-8083-2A)
Common mistakes
Increasing the bank during the climbing turn.
The first half is flown at a constant bank.
Instead: Hold 30° to the 90° point.
Letting the pitch attitude change during the rollout.
The second half is flown at a constant pitch attitude.
Instead: Hold the picture, adding back pressure as speed decays, and roll out at a constant rate.
Mistiming the rollout.
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.
Instead: Start the rollout at 90° and time it to reach wings level at 180°.
Uncoordinated at the end.
Low speed, high power: a stall-spin setup.
Instead: Lead with right rudder as speed decays.
Now train it
Say it out loud, hear it asked, and take the quick check in this lesson’s practice pack. It tracks your shaky spots.
Got it?
When it feels solid, practice chandelles out loud with our examiner.
Your progress is saved in this browser. Create a free account to keep it on every device, with your shaky spots and mock oral results in one place.
Go to the source (free)
Teaching this? The instructor lesson plan →
Sources
- 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
Study aid, not FAA guidance. Regulations change; check the current text at eCFR and the ACS. Checked against current sources 2026-11-13.