I didn't have the ASEL on my certificate when I made the decision to buy my RV-6, I added the Commercial ASEL in a Cherokee 150, flying about 8 hours including the eval. That was more than needed, but I hadn’t flown anything except the C-23 in years and I knew I would be jumping into an RV right away, I felt like I could use the SE time. The Army training I had done did include some single engine time, but did not include the ASEL Commercial maneuvers such as the Lazy 8, it was focused on preparing for the upcoming multi-engine training. I found all the maneuvers to be easy, but the Lazy 8 was more challenging than the others for me because it is such a slow “lazy” maneuver. I initially had an issue with rushing it.
Although it’s not Army Aircrew Training Manual detail to be sure, I thought the PTS was clear enough, non-specific in many ways, but it clearly spells out the STANDARD you must meet. When words like “recommended” and “should” are found in the PTS and the FAA Airplane Flying Handbook – instead of shall or will, you need to note that. If the aircraft manufacturer has specified entry speeds in the POH you would comply with those of course.
In the RV I have found that it’s important to start the Lazy 8 nice and slow, (around Va works!) it’s much more difficult to do this maneuver well in my -6 than it was in the Cherokee just because a little extra speed/power at the start makes it next to impossible to be on speed/on altitude at the 180. To be level around Va in an RV is going to be a lot less power than the cruise power mentioned in the Handbook of course.
Ref. the PTS:
Task D: Lazy Eights (ASEL and ASES)
Reference: FAA-H-8083-3.
Objective: To determine that the applicant:
1. Exhibits satisfactory knowledge of the elements related to lazy eights.
2. Selects an altitude that will allow the task to be performed no lower than 1,500 feet AGL.
3. Establishes the recommended entry configuration, power, and airspeed.
4. Maintains coordinated flight throughout the maneuver.
5. Achieves the following throughout the maneuver—
a. approximately 30° bank at the steepest point.
b. constant change of pitch and roll rate.
c. altitude tolerance at 180° point, ±100 feet from entry altitude.
d. airspeed tolerance at the 180° point, plus ±10 knots from entry airspeed.
e. heading tolerance at the 180° point, ±10°.
6. Continues the maneuver through the number of symmetrical loops specified and resumes straight-and-level flight.
Ref: FAA Handbook 8083-3-B
"The correct power setting for the lazy eight is that
which will maintain the altitude for the maximum and
minimum airspeeds used during the climbs and
descents of the eight. Obviously, if excess power were
used, the airplane would have gained altitude when the
maneuver is completed; if insufficient power were
used, altitude would have been lost."
"Prior to performing a lazy eight, the airspace behind
and above should be clear of other air traffic. The
maneuver should be entered from straight-and-level
flight at normal cruise power and at the airspeed
recommended by the manufacturer or at the airplane’s
design maneuvering speed."
