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on the ground. This will require correction for wind
drift by steepening the bank on downwind headings
and shallowing the bank on upwind headings, just as in
the maneuver, turns around a point. During the
descending spiral, the pilot must judge the direction
and speed of the wind at different altitudes and make
appropriate changes in the angle of bank to maintain a
uniform radius.
A constant airspeed should also be maintained
throughout the maneuver. Failure to hold the airspeed
constant will cause the radius of turn and necessary
angle of bank to vary excessively. On the downwind
side of the maneuver, the steeper the bank angle, the
lower the pitch attitude must be to maintain a given
airspeed. Conversely, on the upwind side, as the bank
angle becomes shallower, the pitch attitude must be
raised to maintain the proper airspeed. This is
necessary because the airspeed tends to change as the
bank is changed from shallow to steep to shallow.
During practice of the maneuver, the pilot should
execute three turns and roll out toward a definite object
or on a specific heading. During the rollout,
smoothness is essential, and the use of controls must
be so coordinated that no increase or decrease of speed
results when the straight glide is resumed.
Figure 9-2. Steep spiral.
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9-4
Common errors in the performance of steep spirals are:
• Failure to adequately clear the area.
• Failure to maintain constant airspeed.
• Poor coordination, resulting in skidding and/or
slipping.
• Inadequate wind drift correction.
• Failure to coordinate the controls so that no
increase/decrease in speed results when straight
glide is resumed.
• Failure to scan for other traffic.
• Failure to maintain orientation.
CHANDELLE
The objective of this maneuver is to develop the pilot’s
coordination, orientation, planning, and accuracy of
control during maximum performance flight.
A chandelle is a maximum performance climbing turn
beginning from approximately straight-and-level
flight, and ending at the completion of a precise 180°
of turn in a wings-level, nose-high attitude at the
minimum controllable airspeed. [Figure 9-3] The
maneuver demands that the maximum flight
performance of the airplane be obtained; the airplane
should gain the most altitude possible for a given
degree of bank and power setting without stalling.
Since numerous atmospheric variables beyond control
of the pilot will affect the specific amount of altitude
gained, the quality of the performance of the
maneuver is not judged solely on the altitude gain, but
by the pilot’s overall proficiency as it pertains to climb
performance for the power/bank combination used,
and to the elements of piloting skill demonstrated.
Prior to starting a chandelle, the flaps and gear (if
retractable) should be in the UP position, power set to
cruise condition, and the airspace behind and above
clear of other air traffic. The maneuver should be
entered from straight-and-level flight (or a shallow
dive) and at a speed no greater than the maximum
entry speed recommended by the manufacturer—in
most cases not above the airplane’s design
maneuvering speed (VA).
After the appropriate airspeed and power setting have
been established, the chandelle is started by smoothly
entering a coordinated turn with an angle of bank
appropriate for the airplane being flown. Normally,
this angle of bank should not exceed approximately
30°. After the appropriate bank is established, a
climbing turn should be started by smoothly applying
back-elevator pressure to increase the pitch attitude at
a constant rate and to attain the highest pitch attitude
as 90° of turn is completed. As the climb is initiated in
airplanes with fixed-pitch propellers, full throttle may
be applied, but is applied gradually so that the
maximum allowable r.p.m. is not exceeded. In
airplanes with constant-speed propellers, power may
be left at the normal cruise setting.
Figure 9-3. Chandelle.
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9-5
Once the bank has been established, the angle of bank
should remain constant until 90° of turn is completed.
Although the degree of bank is fixed during this
climbing turn, it may appear to increase and, in fact,
actually will tend to increase if allowed to do so as the
maneuver continues.
When the turn has progressed 90° from the original
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AIRPLANE FLYING HANDBOOK 飞机飞行手册上(106)
