Commercial Chandelles

UND CFI's Mike Lents and Anthony Bottini take you, the pilot, through the necessary steps to complete the Chandelle maneuver at the Commercial Pilot level in the Cessna-172. This performance maneuver plays a vital role in the pilot's training repertoire as it builds the skills necessary to smoothly and accurately control the aircraft, as well as teaches the pilot all about maneuvering at very high Angles of Attack, close to the stall margin. Enjoy this latest UND AeroCast episode and a huge thanks to Kevin and Brenda for another great batch of fan photos. Keep 'em coming!

[@daytonasixty-eight1354]

Thank you for helping me get a UND education without paying UND prices.

[@BLS2001]

Mr. Lents thank you for your time. It's a much better understanding of what's going on

[@undaerocast]

Thanks a bunch, Mike. We're really glad they help. Stay tuned for more!

[@alphagamma4582]

I love these videos! I haven't flown fixed wing (rotary pilot as of late) in 5 years and these videos are excellent for reviews. Keep up the great work!

[@joelglick]

Wow! Thank you for sharing this with the pilot community .. Extremely professional production that truly conveys the information in an engaging way. Very educational, very useful, and a pleasure to watch and learn! Thanks!

[@pawbiter]

Nice clear explanation and demo. Very helpful. Thank you.

[@rgbosche]

This video is informative, entertaining, and very professional. Thanks so much for a thorough walkthrough that explains the theory, standards, practice and application of this maneuver.

[@undaerocast]

Robert, you are very welcome and thanks for your comment.. Stay tuned - more great material is in the pipeline! Fly safe!

[@CircaMustSurvive]

Terrific content. Thanks from a WMU flight student.

[@undaerocast]

Tomás, thanks so much for your comment and kind words. Actually, the information in the video is correct. As the airplane rolls out from the left turn, as seen in this video, the LEFT aileron is deflected downward, increasing lift on that wing and induced drag. This yaws the airplane to the left. This left turning moment, combined with the left turning tendencies from the engine and spinning prop, require the pilot to add significant rudder during a rollout from a left turn. Hope this helps!

[@110knotscfii]

Great work! Your videos are a great help.

[@manoleishon]

Great videos!

[@tulaconalas]

great animations guys...good stuff

[@ylopoios]

Thank you thank you !!! Great explanation !

[@FastHandsFastLife9]

Boy, not a lot of stimulating scenery outside there!

[@juanbetancur1046]

Thanks for such a great video

[@jbantonucci455]

Is there some good reason we couldn't just see a full chandelle in the cockpit? I know you're super impressed with your animation skills.

[@xcaliber137]

Ball is centered the whole time, but the control pressures to keep it that way are sometimes counter-intuitive. Turning tendencies will make it more work or less work for you depending on the direction of turn and roll-out. For example, a roll-out from the left chandelle requires significantly more right rudder than from a right chandelle.

[@lucasgaletti1020]

video starts at 01:20

[@undaerocast]

Joel, you are very welcome and thanks for your comment. Feel free to check out our other stuff and tell your friends. Fly safe and stay tuned for more.

[@user-dn6rf1os9l]

perfect.

[@spencerjay6501]

Should the stall warning horn ever be going off?

[@diegus012]

Dude! Where the hell was this when I went through training!?

[@vamp366]

Very good video, though the adverse yaw is not as explained. The adverse yaw is a yaw tendency opposite to the turn, which is caused by the increase of induced drag in the wing that rises. The rising wing will achieve a greater speed thus increasing the induced drag on it. This will "push" the higher wing backward and cause a yaw, opposite to the turn. i.e. left turn, right wing goes up, right yaw effect. Except this, very nice video, very helpful!

[@pyroooo4]

Thank you !! i just went crazy and thought i forgot what does adverse yaw mean .. phew

[@xcaliber137]

During aileron application, adverse yaw is opposite the aileron as you describe. The roll-out from a left turn uses right aileron and will induce left adverse yaw. In a chandelle, this combines with the left turning tendencies from the engine at high AoA to necessitate more right rudder than usual. Hope that helps.

[@tasierhilo6632]

Michael Lents when you roll out to the right from a left bank.... (meaning you turn the yoke to the right) the left aileron drops down creating a greater angle of attack and creating more drag hence creating adverse yaw or a relatively rearward swing on the wing

[@crazeemunkee]

If you are referring to the image at about 8:53 in the video, I was initially confused by this also. I then realized the curved arrow over the center of the plane is showing engine/propeller torque and not the direction of the turn/rollout (which I originally though it was indicating).

[@SaltyRamen.]

Like the music

[@Akhiunknwn]

I have one question Sir . How do you record the sound in the cockpit . I am sorry if it has been answered before but I may not have found it . Thanks :-)

[@BLS2001]

Where is the ball on this turn? Why won't you get into a cross controlled stall. Turn one way and rudder the opposite at a low airspeed? If you do get into a stall during this maneuver will it roll or just drop nose down?

[@abbieamavi]

*high performance flight is my favorite type! I don't like being on final without my thrust, I like my throttle in all the way yeah!* 😂

[@undaerocast]

Thanks, you are very welcome. We do tons of aerobatics and have an aerobatics team. Check out our channel to see a video about UND Aerobatics. Enjoy!

[@xcaliber137]

As for the stall... You shouldn't be stalling during this maneuver. If you are coordinated, it should just drop the nose towards your feet unless the stall is entered with extra load-factor. Most clockwise turning engines (as seen from the flight-deck) will roll-off to the right due to gyroscopics if accelerated into a stall with excessive load factor. If not coordinated, then a prompt stall recovery with top rudder should prevent the incident from getting too exciting. Stop the yaw, no spin.

[@kwraab]

The description of adverse yaw starting at about 9:00 is not correct. In a left turn, the left aileron is deflected UPWARD, not downward. The RIGHT aileron is deflected downward, thereby shifting the chord line and increasing the angle of attack on the right wing. Higher angle of attack means more lift, and thus more induced drag, creating the tendency for the aircraft to yaw to the outside of the turn.

[@xcaliber137]

The description in the video is correct as is your description of adverse yaw. However, the turn does not produce adverse yaw, but the aileron deflection, as you mentioned, does. At this point in the maneuver, the pilot is rolling out of the turn with right aileron deflection. This will generate left adverse yaw as the aircraft is rolling to the right, even though it is from a left bank.

[@gerryortiz7276]

He is correct you are WRONG. He specifically said in the last 90 degrees of the chandelle to the left in which the airplane is returning back to straight and level. So essentially the plane was in a left bank and pilot introduced coordinated right aileron input lifting the left wing lowering the right (left aileron DOWN) creating induced drag and of course adverse yaw on left wing.

[@SirSlyBird]

So basically a Chandelle is a Steep climbing turn right? Never was clearly inform on that one. :(

[@undaerocast]

SlyBird D Sort of. At least it begins as a climbing steep turn. But remember, the rollout begins pretty quickly and so control pressures required to fly the maneuver quickly change from that required for just a level steep turn. Also, the bank never gets more than 30 degrees, so you can't really quite call its 'steep'. But as a general overview, its certainly a climbing turn with a smooth, consistent rollout.

[@RobertBremmer]

SlyBird D You are right but let's refine that - a Chandelle is a 180 degree turn with the maximum altitude gain possible during that turn. You start with a bank first to max bank, followed by pitch up to max pitch, followed by slow rollout on heading, 180 degrees reciprocal of original heading, and airspeed at almost a stall. That is the most altitude you can gain in a turn. You pitch forward then and regain level flight. Stay coordinated during the turn! A Chandelle done right also helps you refine your rudder skills.

[@sblack48]

How do you define minimum controllable airspeed? Stall warning? On multi engine aircraft Vmc is in the manual but not in singles. Or is it?

[@Poop-nu1so]

hell yea it's Neo ya'll

[@mytech6779]

If the goal is maximum potential energy(altitude) gain shouldn't you use either Vx or Vy for the core of the turn and only consume the last bit of kinetic energy for a bit of zoom climb at the absolute end of the climb phase? Slowing below Vy waists energy due to increasing drag if the goal is energy per time, and Vx will yield best energy per distance and a smaller turn radius; below Vx you are sacrificing energy in both time and distance yielding a less than maximal altitude gain.

[@michaelgarrow3239]

The goal it a minimum radius turn.

[@mytech6779]

@@michaelgarrow3239 That it is certainly not. As it has been two years I will say the goal is simply demonstrating precision control over a varying combination of bank and pitch. There are better methods for either maximum altitude gain or minimum turn radius.

[@20202020ish]

Não entendi bulufas..!

[@tylerjones7315]

5:36

[@grulloc]

I thought I said Chandelles funny ;)

[@cowboycapitalrealty]

😂

[@ChuckMahon]

Mike's glasses are so annoying!

[@AlfonsoEnriquezH]

Thanks for these videos, they are amazing. Besides the excellent video and learn the maneuvers, here we can learn HOW NOT TO USE THE MICROPHONE, you can be the best pilot, the best acrobat, the best instructor, but never learn how to use a microphone correctly. The pilot is practically swallowing the microphone, which means that both the control tower and the traffic do not understand the communication clearly by the distorted voice. The microphone should be one inch away from the lips so it does not sound so horrible and always should have the anti pop screen. Please never do what this pilot is doing, so the communications will be more understandable. Many of the accidents happen due to inappropriate communication and if we do not know how to use a microphone we should be the cause of one of them.