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Chandelle from the FAA Publication FAA-H-8083-3A (Airplane Flying Handbook)

The chandelle is an aircraft control maneuver where the pilot combines a 180° turn with a climb.[1][2]

It is now required for attaining a commercial flight certificate in many countries. The Federal Aviation Administration in the United States requires such training.

The chandelle (which is the French word for candle) is a precision aircraft control maneuver, and not strictly speaking an aerobatic, dogfighting, or aerial combat maneuver, however it was used with success by Japanese Zero pilots of the Tainan Air Group in 1942 over New Guinea. It is rather a maneuver designed to show the pilot's proficiency in controlling the aircraft while performing a minimum radius climbing turn at a constant rate of turn (expressed usually in degrees per second) through a 180° change of heading, arriving at the new reciprocal heading at an airspeed in the "slow-flight" regime, very near the aerodynamic stall. The aircraft can be flown in "slow-flight" after establishing the new heading, or normal cruise flight may be resumed, depending upon the purposes of the exercise or examination. See the diagram for a visual depiction of how the maneuver must be flown for the purpose of certification.

The pilot enters a chandelle at a predetermined airspeed in the normal cruising range for the aircraft. To begin the maneuver the pilot first rolls the aircraft in the desired direction with the controls (the ailerons), and quickly but smoothly establishes a medium-banked turn. In most small aircraft (cruising speeds of 100–175 KIAS) this bank will be about 30° to 40°. This will begin a turn of the aircraft in the direction of bank. Simultaneously, full power is applied and a smooth pitch up is started with the controls (the elevators on the empennage). The angle of bank stays constant during the first 90° of the change of heading, while the pitch angle increases steadily. At the 90° point in the change of heading, the aircraft has the maximum pitch angle (which should be close to the critical angle of attack at the level stall speed of the aircraft). During the second 90° of the change of heading, the pitch angle is held constant, while the bank angle is smoothly decreased to reach 0° of bank, the end of the turn and return to straight-and-level flight at exactly the reciprocal heading (180° away from the heading at the start of the maneuver), and with the airspeed close to the stall speed. The aircraft should not lose altitude during the last part of the maneuver, nor during the recovery, when engine power may be used to re-establish normal cruising speed on the new heading. The decreasing bank angle together with the decreasing airspeed during the second half of the chandelle will maintain a constant turn rate. The turn needs to be kept coordinated by applying the correct amount of rudder throughout the maneuver.

From a practical point of view, the chandelle may be used to turn an aircraft within a minimal turn radius. It was also, therefore, a useful maneuver to early fighter pilots in their low-powered aircraft to quickly turn toward a pursuing attacker (which would tend to make a tracking gunshot more difficult because of the turn and climb involved) while climbing but not stalling the aircraft, or to position themselves quickly to make an attack on a turning enemy or an enemy flying on another heading.

French aviators during World War I described it as monter en chandelle, or "to climb vertically". However, it has since come to have a rather more strict definition for pilot flight testing purposes. In early fighter combat, a pilot would aim to achieve the maximum practical speed at full throttle, then roll the aircraft to the required angle of bank for the change of heading that was required in the combat situation. As the turn began, the nose is increasingly pitched up, as required for the amount or change of heading desired. As described above, the turn progresses with the desired pitch angle and requisite rudder to control yaw, airspeed decreases, and then the wings are leveled so as to roll out straight and level on the new desired heading, all the while avoiding an aerodynamic stall. At this point, if the pilot has any more power, it may be added to regain airspeed, or the nose of the aircraft can be allowed to drop somewhat to achieve the same effect (dropping the nose of the aircraft is not permitted for the purposes of the maneuver in commercial flight testing). In aerial combat, the chandelle maneuver was used both aggressively to position the aircraft for attack, and defensively to evade an enemy.

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References

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Chandelle

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The chandelle is an aircraft control maneuver in which a pilot executes a maximum-performance 180-degree climbing turn, beginning from approximately straight-and-level flight and concluding with the wings level in a wings-level, slightly nose-high attitude, utilizing the airplane's momentum to achieve a higher rate of climb than in a standard turn. Originating from World War I aerial combat tactics, where pilots performed similar evasive climbing turns—derived from the French word for "," evoking the shape of a candle flame—the chandelle has evolved into a standard training exercise for pilots seeking commercial certification. It refines essential skills such as coordination between , , and inputs; spatial orientation; precise planning of pitch and attitudes; and an intuitive sense of the aircraft's performance limits during high-angle-of-attack flight. Typically performed in the aircraft's clean configuration (without flaps or extended) at or near to maximize lift while minimizing risk, the maneuver demands a coordinated increase in bank angle from shallow to steep (often reaching 30 degrees or more) followed by a progressive reduction to straight flight, all while smoothly trading for altitude gain. The chandelle's objective is not just directional change but to demonstrate the airplane's full climb capability in a tight , making it a benchmark for evaluating a pilot's ability to handle complex aerodynamic forces without excessive yaw, slipping, or skidding. In training, it is often paired with other precision maneuvers like lazy eights to build proficiency in slow-flight regimes and energy management.

History

Origins in Aerial Combat

The chandelle maneuver, derived from the French phrase monter en chandelle meaning "to climb like a ," was developed by French aviators during as a maximum-performance climbing turn for aerial combat. This tactic served both offensive and defensive purposes, allowing pilots to evade pursuing enemies, reposition for attack, or escape ground fire while rapidly gaining altitude in a 180-degree turn. In the intense dogfights of the Western Front, French pilots employed the chandelle with early fighters to exploit the aircraft's agile handling for tight turning radii and vertical climbs that outmaneuvered opponents. The maneuver's emphasis on coordinated bank and pitch control enabled pilots to reverse direction at minimum , providing a critical edge in skies where quick altitude gains could mean survival against numerically superior foes. The chandelle was integrated into standard tactics during , spreading to Allied units as combat experiences highlighted its effectiveness in multi-aircraft engagements.

Evolution in Training and Aerobatics

Following , the chandelle maneuver evolved from a defensive and offensive aerial technique into a fundamental training exercise for pilots, emphasizing maximum performance climbing turns to enhance coordination and aircraft control. In the interwar period, it became integrated into U.S. military and civilian flight instruction. By the 1940s, the chandelle was established as a required element in commercial pilot certification standards. The maneuver's role expanded in aerobatic contexts during the 1950s, as organizations like the Experimental Aircraft Association (precursor to the International Aerobatic Club) incorporated chandelle variations into recreational flying events to demonstrate pilot skill in high-performance turns, though it is not a formal competition figure. This period also saw adaptations for diverse aircraft, from low-powered monoplanes used in basic training to high-performance warbirds in aerobatic displays, highlighting its versatility across power and design differences. In contemporary , the chandelle remains standardized in the FAA's Airman Certification Standards for commercial pilots, where it evaluates a pilot's ability to perform a coordinated 180-degree climbing turn, maintaining altitude within ±100 feet, within ±10 knots, and heading within ±10 degrees at the completion point, while demonstrating effective for and collision avoidance.

Description

Definition and Objectives

The chandelle is a maximum performance climbing turn in , initiated from straight-and-level flight and culminating in a precise 180-degree change in heading, with the concluding in a wings-level, nose-high attitude just above speed. This maneuver demands coordinated application of flight controls to achieve the steepest possible climb while executing the turn, typically beginning at the 's , such as V_A (design maneuvering speed). Performed in a clean configuration—with flaps retracted and up, if applicable—it emphasizes the pilot's ability to extract optimal altitude gain from the available power and bank angle. The primary objectives of the chandelle are to develop and refine a pilot's coordination among , , and inputs, fostering precise control during varying airspeeds and attitudes. It builds , maneuver planning, and an intuitive feel for high-performance flight, particularly in demonstrating the trade-off between bank angle and pitch to maximize climb rate. By requiring pilots to maintain orientation throughout the evolving dynamics of the turn, the chandelle enhances overall proficiency in managing energy states, which is essential for advanced operations. Distinct from maneuvers like the steep turn, which maintains constant altitude through coordinated banking, or the lazy eight, which involves a more gradual 180-degree turn with symmetric climb and descent phases, the chandelle uniquely prioritizes the maximum within a single, continuous turning arc. This focus on performance optimization sets it apart as a test of coordinated control rather than sustained level flight or rhythmic altitude changes. It has evolved into a staple for commercial pilot certification.

Aerodynamic Fundamentals

The chandelle maneuver relies on the precise interplay of the four fundamental aerodynamic forces acting on an aircraft: lift, drag, thrust, and weight. Lift, generated perpendicular to the wings, provides the primary upward force to counteract weight and enable the climb, while its horizontal component, influenced by the bank angle, facilitates the 180-degree turn. Drag, which increases significantly with higher angles of attack, opposes forward motion and must be overcome by thrust from the engine, typically set to full power or a climb setting to sustain the maneuver's performance. Weight remains constant, acting downward through the aircraft's center of gravity, and the goal is to maximize the conversion of kinetic energy (airspeed) into potential energy (altitude) while maintaining control. At the entry, the aircraft adopts a high to initiate the climb, with the initial angle of approximately 30 degrees converting part of vector horizontally for turning while preserving a substantial vertical component for ascent. As the maneuver progresses through the first 90 degrees of turn, the is held constant, and the pitch attitude steadily increases, further elevating the to trade for altitude and minimize drag losses. In the second 90 degrees, the pitch is held constant at the maximum nose-up attitude achieved at the 90-degree point, sufficient to decelerate to just above speed at completion, while the gradually shallows toward zero degrees; this coordination ensures the vertical lift component progressively increases relative to the horizontal, enhancing the climb rate and reducing the risk of by aligning the lift more directly against weight. Speed management is critical to balance structural loads and aerodynamic efficiency, with entry typically at the 's maneuvering speed (V_A), allowing full control deflection without exceeding design limits. Throughout the chandelle, airspeed decelerates gradually due to the increasing and drag, reaching just above speed at the 180-degree completion; this endpoint approximates the best rate-of-climb speed (V_Y) in many , optimizing the final climb gradient. In coordinated turns, the load factor n approximates \frac{1}{\cos \phi} for level flight, increasing with bank angle. In climbing maneuvers like the chandelle, the load factor is higher to provide the excess vertical component needed for ascent beyond balancing weight, with the vertical lift component exceeding W. Shallower banks in the latter phase reduce the total load while enhancing the vertical effectiveness for climb. Propeller torque, , and introduce additional challenges, particularly as decreases and the nose-high attitude amplifies left-turning tendencies in clockwise-rotating propellers. These effects are countered by applying opposite —typically right for left chandelles—to maintain , indicated by a centered slip-skid ball; without this, the would yaw adversely, increasing drag and disrupting the smooth turn-climb progression.

Execution

Procedural Steps

The procedural steps for executing a chandelle begin with thorough pre-maneuver preparation to ensure safety and optimal conditions. Pilots must first clear the area by performing clearing turns and visually scanning for traffic. Entry into the maneuver occurs from straight-and-level flight at the aircraft's maneuvering speed (V_A), typically at an altitude of 1,500 to 2,000 feet above ground level (AGL) to allow completion without descending below 1,500 feet AGL, with full power applied and the aircraft trimmed for level flight. The maneuver unfolds in two distinct phases over a 180-degree heading change. In Phase 1 (0 to 90 degrees of turn), the pilot initiates a smooth, coordinated roll into a 30-degree using and inputs, while simultaneously applying back pressure on the to raise the and begin the climb; continuously decreases at a constant rate as pitch attitude increases, with power set to full to support the ascent, and the bank held steady until the 90-degree point. This phase leverages the aerodynamic trade-off between and pitch to convert into altitude efficiently. In Phase 2 (90 to 180 degrees), the pilot maintains the maximum nose-high pitch attitude achieved at 90 degrees while gradually reducing the bank in a coordinated rollout to wings-level by the 180-degree point, allowing to decrease as altitude is gained, with adjustments to counteract any or effects. Completion occurs precisely at the 180-degree heading reversal, with the wings level, nose-high attitude just above speed (often indicated by light buffet or stall warning onset, without actual ). The pilot then lowers the nose to accelerate, reduces power to cruise settings, retrims the , and resumes straight-and-level flight. Chandelles can be performed as standard left or right turns, with the direction selected based on , , or requirements; in propeller-driven single-engine , additional right input may be necessary during the rollout to compensate for left-turning tendencies from and .

Performance Standards

The (FAA) Airman Certification Standards (ACS) for commercial pilots outline specific criteria for evaluating a successful chandelle maneuver, emphasizing , precise control, and maximum performance climb without . According to the Commercial Pilot ACS, the maneuver must begin with an entry bank of approximately 30 degrees, maintain throughout (with no significant slip or skid), and conclude at the 180-degree point with wings level, a heading accurate to ±10 degrees, just above (), all while performing no lower than 1,500 feet above ground level (AGL). Altitude gain in a properly executed chandelle varies by aircraft type and entry conditions but results in a net increase, reflecting the maximum objective of converting to altitude during the climbing turn, as described in the FAA Airplane Flying Handbook. At completion, the aircraft should exhibit a positive or zero sink rate, with no excessive loss beyond the controlled deceleration to minimum controllable (Vmin), ensuring the maneuver ends without a or buffet onset. Bank and pitch progression must be smooth and precise: the initial bank is held constant at approximately 30 degrees through the first 90 degrees of turn while pitch attitude increases gradually to a maximum, after which pitch remains constant and bank decreases symmetrically to wings level by the 180-degree point, avoiding any overbanking or abrupt changes. Evaluation under FAA standards occurs during checkrides or logbook endorsements, where deductions apply for uncoordinated flight (e.g., slip/skid exceeding one width on the turn coordinator), deviations from the 180-degree track, or failure to maintain the required tolerances, potentially resulting in unsatisfactory if the maneuver does not demonstrate coordinated maximum climbing flight.

Training and Safety

Prerequisites for Pilots

Pilots attempting the chandelle maneuver must hold at least a private pilot certificate, as it is a required task for commercial pilot certification under FAA regulations. Proficiency in fundamental maneuvers such as power-on and power-off stalls, steep turns, and basic instrument scanning is essential, ensuring coordinated control and awareness of aircraft attitude during high-angle-of-attack flight. Additionally, 20 hours of specific to commercial maneuvers, including dual instruction on performance tasks like the chandelle, is mandated by FAR 61.129, though instructors often recommend 20-50 total dual hours to build the necessary coordination and precision. Aircraft used for chandelle training must be certified in the category for intentional or equipped for effective spin recovery, as the maneuver concludes near stall speed and risks inadvertent if mishandled. Suitable examples include the , which is approved for in its configuration and commonly used for commercial training due to its stable handling characteristics. The Piper Cherokee (PA-28 series) is also appropriate for certain models certified for , such as the Cherokee 140 and 180, providing forgiving aerodynamics for learning maximum performance climbs. High-performance jets or without an aerobatic rating should be avoided, as they exceed the structural limits and control demands of standard light trainers under FAR Part 23 certification standards. Environmental conditions for chandelle practice require day (VFR) with clear visibility to maintain visual references and avoid disorientation. A minimum altitude of 1,500 feet above ground level (AGL) is necessary to complete the maneuver safely, allowing sufficient height for recovery if the aircraft stalls prematurely. must be absent, and low ceilings or restrictions should be avoided to ensure smooth execution and clearance from obstacles. Prior to takeoff, pilots must conduct fuel sufficiency checks and brief any passengers on the maneuver's dynamics and emergency procedures. Regulatory compliance for chandelle training falls under FAA Part 61 for and Part 91 for general operating rules, requiring all flights to adhere to airworthiness and airspace standards. Student pilots or those pursuing must perform the maneuver under direct instructor supervision until proficient, as outlined in the . Knowledge of spin awareness and recovery procedures is required as part of awareness training per 61-67C and the , to mitigate risks associated with the chandelle's high pitch attitude.

Common Challenges and Corrections

Pilots performing the chandelle maneuver frequently encounter coordination issues, such as insufficient input leading to a slip or skid, particularly as decreases and becomes more pronounced. This uncoordinated flight can result in sideslipping toward the low wing or skidding outward, compromising control effectiveness. To correct this, pilots should apply progressive pressure—typically opposite the direction of turn initially—to center the on the turn coordinator or slip-skid indicator, with emphasis on maintaining coordination during the second phase of the climb where is shallowing and pitch is constant. Another prevalent challenge is a premature due to excessive pitch attitude, often stemming from attempting to maximize altitude gain without adequately adjusting or power. As the slows in the climbing turn, over-pitching can exceed the critical angle of attack, leading to buffet or onset before completing the 180-degree turn. The correction involves immediately reducing back pressure on the to lower the nose slightly, adding full power if not already applied, and continuing to reduce angle to regain while prioritizing recovery over maneuver completion. Inadequate altitude gain during the chandelle is commonly caused by an overly steep initial angle, which prioritizes turn rate over climb and results in insufficient vertical lift component. This error diminishes the maneuver's maximum objective, leaving the aircraft lower than intended at the 180-degree heading reversal. Pilots can address this by entering the maneuver at a higher or with a steeper initial pitch while establishing a 30-degree ; maintaining full throttle throughout ensures optimal power for the climb. Over-banking beyond the 90-degree point disrupts the precise transition between the maneuver's phases, often leading to an abrupt rollout or failure to achieve wings-level at the completion. This typically occurs from delayed input or fixation on pitch attitude. The correction requires anticipating the bank reduction by initiating neutral earlier—around the 80- to 90-degree heading change—and cross-checking the or turn coordinator to monitor progress, ensuring a smooth shallowing to zero bank exactly at 180 degrees. To mitigate risks associated with these errors, pilots must always prioritize stall recovery by lowering the nose and adding power over forcing the maneuver to completion, as an aerodynamic poses immediate hazards. Following each chandelle, a thorough debrief focusing on coordination—such as reviewing turn coordinator indications and control inputs—helps reinforce proper technique and prevents recurrence.

Applications

Military and Tactical Uses

During and the propeller-driven era that followed, the chandelle served as a key tactic in fighter dogfights for evasion and repositioning, allowing pilots to reverse direction while gaining altitude to outmaneuver opponents. Japanese pilots, for instance, employed steep chandelles to transition from head-on passes to diving attacks on Allied aircraft, exploiting the maneuver's climbing turn to maintain offensive positioning. This approach remained viable in the early but diminished as speed differentials in combat reduced its effectiveness for tight repositioning. Contemporary military applications include its integration into U.S. Undergraduate Pilot Training via the T-6 Texan II curriculum, where it teaches principles essential for tactical in dynamic environments. In the , fighter tactics have evolved toward energy-efficient maneuvers, reducing the reliance on traditional climbing turns like the chandelle due to higher speeds and missile threats.

Civilian and Aerobatic Contexts

In civilian , the chandelle serves as a foundational maneuver in training, particularly for aspiring commercial pilots. It is a required task in the Federal Aviation Administration's (FAA) Commercial Pilot Airplane Airman Standards (ACS), where applicants must demonstrate knowledge of its , , and execution to achieve . The FAA's Airplane Flying Handbook describes the chandelle as a maximum-performance climbing turn that enhances pilots' coordination, , and ability to manage performance during climbs, making it essential for checkrides and building skills applicable to operations like short-field departures or obstacle clearance in . Beyond certification, the chandelle contributes to overall airmanship in by improving coordination and forward planning, allowing pilots to execute smooth course reversals without excessive altitude loss. For private and recreational pilots, practicing chandelles refines control inputs and spatial orientation, fostering safer handling in varying wind conditions or during visual flight rule (VFR) navigation. In aerobatic contexts, the chandelle is integral to initial training for sport , developing precise control for more advanced figures, though it is not a scored element in International Aerobatic Club (IAC) competitions. Recreational pilots often incorporate it into personal practice sessions and airshow routines to showcase climbing turns with minimal turn radius, using aerobatic-optimized such as the Extra 300 or , which provide the necessary power and structural limits for repeated high-performance executions. These applications emphasize the maneuver's role in enhancing pilot proficiency without the tactical demands of military flying.

References

  1. https://www.merriam-webster.com/dictionary/chandelle
  2. https://www.aopa.org/news-and-media/all-news/2020/september/pilot/technique-performing-a-chandelle
  3. https://flighttrainingcentral.com/2023/10/how-to-fly-the-perfect-chandelle/
  4. https://nssa-nsca.org/wp-content/uploads/2021/05/CTN0717_FA_Chandelles.pdf
  5. https://www.cfinotebook.net/notebook/maneuvers-and-procedures/airborne/chandelle.php
  6. https://www.ryancbinns.com/assets/production/pdfs/flying/lessons/area_09/task_c_-_chandelles.pdf
  7. https://www.learnthefinerpoints.com/articles/mastering-the-chandelle-maneuver
  8. https://www.aopa.org/news-and-media/all-news/2017/december/flight-training-magazine/technique-chandelles
  9. https://studentpilot.com/2002/04/22/try-a-chandelle/
  10. https://www.cfibootcamp.com/blog/what-is-a-chandelle-maneuver
  11. https://aviationsafetymagazine.com/features/commercial-maneuvers/
  12. https://www.iac.org/aerobatic-figures
  13. https://www.piper.com/blog/piper-cub-history/
  14. https://www.faa.gov/training_testing/testing/acs/commercial_airplane_acs_7.pdf
  15. https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/11_afh_ch10.pdf
  16. https://www.faa.gov/sites/faa.gov/files/07_phak_ch5_0.pdf
  17. https://www.law.cornell.edu/cfr/text/14/61.129
  18. https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_61-67C_Chg_2.pdf
  19. https://www.reddit.com/r/flying/comments/fvsfmn/planes_certified_for_intentional_spins/
  20. https://www.aopa.org/news-and-media/all-news/2011/december/flight-training-magazine/technique--chandelles
  21. https://www.ecfr.gov/current/title-14/chapter-I/subchapter-D/part-61
  22. https://www.lonesentry.com/articles/ttt07/fighter-tactics.html
  23. https://static.e-publishing.af.mil/production/1/aetc/publication/aetcman11-248/aetcman11-248.pdf
  24. https://www.aopa.org/news-and-media/all-news/2003/december/flight-training-magazine/flying-smart-aviation-speak
  25. https://www.aopa.org/news-and-media/all-news/2001/june/flight-training-magazine/chandelles-in-60-minutes
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