Task V.E
Eights on Pylons (ASEL, ASES)
To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with eights on pylons.
Note: See Appendix 3: Aircraft, Equipment, and Operational Requirements & Limitations for information related to this Task.
References: FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-25
Quick Review
Conversational Q&A — quiz yourself before the oral.
It develops the ability to maneuver accurately while dividing attention between the flightpath and the pylons (AFH 7-15). The AFH calls it the most advanced and difficult of the ground reference maneuvers, unmatched for developing intuitive control of the airplane because of the techniques involved (AFH 7-14). It's similar to eights around pylons, except that altitude is varied to maintain a specific visual reference to the pivot points (AFH 7-14).
The altitude at which, for a given groundspeed, the projection of the visual reference line to the pylon appears to pivot (AFH 7-15). The rule of thumb: square the groundspeed, divide by 11.3 for knots (or by 15 for miles per hour), then add the MSL elevation of the ground reference (AFH 7-15).
It is determined by groundspeed (AFH 7-15). Since your heading varies continuously from downwind to upwind, groundspeed constantly changes, so the proper pivotal altitude varies slightly throughout the turn — climb or descend as necessary to hold the reference line on the pylon (AFH 7-16).
What does not change it: bank angle. The AFH says twice that pivotal altitude does not vary with the angle of bank unless the bank is steep enough to affect the groundspeed (AFH 7-15), and that the bank chosen does not alter pivotal altitude (AFH 7-17). Distance from the pylon affects the bank angle, not the altitude (AFH 7-16).
Imagine a line parallel to the airplane's lateral axis extending from the pilot's eyes to the pylon; along that line the airplane appears to pivot (AFH 7-14). A taut string from your eyes to the pylon would stay parallel to the lateral axis through the turn.
Instructors sometimes say "wingtip" as shorthand — the AFH says that interpretation is not correct (AFH 7-14). High-wing, low-wing, swept-wing, tapered-wing airplanes, and tandem versus side-by-side seating all present different eye-to-wingtip angles (AFH 7-14). The line may be positioned in relation to the wingtip — ahead, behind, above, or below — and differs for each pilot and each seat (AFH 7-14).
Climb. If the reference line moves ahead of the pylon (it appears to move back), you're below pivotal altitude — increase altitude. If it moves behind the pylon (it appears to move ahead), you're above pivotal altitude — decrease altitude (AFH 7-17).
Because it induces uncoordinated flight — at low altitude, with steep bank angles, which the AFH says should not be attempted; a skidding steep turn near the ground is a spin entry (AFH 7-17). The AFH names using rudder to hold a pylon the most common error: pilots apply inside rudder to yaw the wing backward, or outside rudder to yaw it forward (AFH 7-18). Use the rudder only for coordination (AFH 7-18). The ACS agrees: maintain pylon position using appropriate pivotal altitude, avoiding slips and skids (CA.V.E.S8).
No. The AFH is blunt: attempting to correct pivotal altitude by using the altimeter is ineffective (AFH 7-17). Corrections are made according to the apparent movement of the visual reference line — the pylon tells you what to do, not the panel. The altitude at which the line ceases to move across the ground is the pivotal altitude (AFH 7-16).
Per the AFH (AFH 7-16):
- Prominent enough to be seen while completing the turn around one and heading for the next
- Spaced so the straight-and-level segment between them lasts 3 to 5 seconds — enough time to plan, not so far apart that you waste flight between them
- At the same elevation; differences of more than a few feet force climbing or descending between pylons
- On a line perpendicular to the wind direction
The ACS phrases it as selecting pylons that permit straight-and-level flight between them (CA.V.E.S3).
- Determine the approximate pivotal altitude (CA.V.E.S2)
- Enter in the correct direction and position at an appropriate altitude and airspeed (CA.V.E.S4)
- Bank angle correct for the conditions, not to exceed 40° (CA.V.E.S5)
- Smooth, continuous corrections so the line-of-sight reference remains on the pylon (CA.V.E.S6)
- Divide attention between coordinated airplane control and outside references (CA.V.E.S7)
- Hold the pylon using appropriate pivotal altitude, avoiding slips and skids (CA.V.E.S8)
Per FAA-S-ACS-7B, Task V.E. Note there is deliberately no altitude tolerance — pivotal altitude changes continuously with groundspeed, so the pylon, not a number, is the standard.
Fly diagonally crosswind between the pylons to a point downwind of the first pylon, so the first turn is made into the wind (AFH 7-17). As the pylon approaches a position just ahead of the wingtip, lower the upwind wing to the point where the visual reference line aligns with the pylon; it should then appear to pivot on it (AFH 7-17). Failing to enter the pylon turns into the wind is a listed common error (AFH 7-18).
No. This is what separates it from every other ground reference maneuver: the turn does not need to be completed at a constant radius, so you don't apply drift correction to complete it (AFH 7-17). You correct with altitude, not with bank-for-radius.
You do use wind correction on the straight segment: complete the rollout with the proper wind correction angle so the airplane arrives at a point downwind of the second pylon equal in distance to the corresponding point at the first (AFH 7-17).
Beyond incorrect rudder use, the AFH lists (AFH 7-18):
- Failure to adequately clear the area, initially and throughout
- Skidding or slipping in turns (whether trying to hold the pylon with rudder or not)
- Excessive gain or loss of altitude
- Poor choice of pylons
- Not entering the pylon turns into the wind
- Failure to assume a heading between pylons that compensates sufficiently for drift
- Failure to time the bank so the turn entry is completed with the pylon in position
- Abrupt control usage
- Inability to select pivotal altitude
Deep Dive
Why the pylon pivots — the aerodynamic why
There is no lift vector or torque effect that "causes" pivotal altitude. It is a geometry result: at one specific altitude, for one specific groundspeed, the angular rate at which your line of sight sweeps across the ground exactly matches the angular rate at which the airplane turns. Above it, the airplane's turn rate is too slow for the sightline and the pylon appears to move forward; below it, too fast and the pylon appears to fall back.
The AFH's own demonstration (AFH 7-16):
- At maneuvering speed, below the estimated pivotal altitude, roll into a medium-banked turn. The projected reference line appears to move forward along the ground (the pylon appears to move back).
- Climb to an altitude well above pivotal altitude, return to maneuvering speed, and repeat the medium-banked turn. Now the reference line appears to move backward (the pylon appears to move forward).
- Reduce power and descend at maneuvering speed in a continuing medium-bank turn around the pylon. The apparent backward movement slows as altitude is lost and eventually stops for an instant — that instant is pivotal altitude.
- Continue below it and the line begins moving forward again. If you've descended below, add power to maintain airspeed while regaining altitude to the point where the reference line neither moves backward nor forward but pivots (AFH 7-16).
It tracks groundspeed, and groundspeed swings by twice the wind component over the turn. The AFH's description of the upwind side: as the airplane heads upwind, groundspeed decreases, which lowers the pivotal altitude — so the pilot should descend to hold the reference line on the pylon (AFH 7-17).
The AFH expects a real preflight estimate (AFH 7-16):
- Wind direction and velocity from weather reports and from talking to other pilots flying the area
- MSL elevation of the references from the sectional chart
- Range of maneuvering airspeeds (based on weight) from the POH
- Then compute pivotal altitude for upwind, downwind, and crosswind positions
Many instructors already have pylons picked out, which makes the chart lookup straightforward (AFH 7-16).
Bank, distance, and corrections
Distance from the pylon affects the angle of bank (AFH 7-16) — fly closer and you need more bank to keep the reference line on the pylon. Eights on pylons are performed at bank angles ranging from shallow to steep (AFH 7-17), capped by the ACS at 40° (CA.V.E.S5). As proficiency grows, the instructor increases difficulty by directing entry at a distance that produces a specific bank angle at the steepest point of the pylon turn (AFH 7-17).
With bank, briefly — never rudder. If the reference line lags behind, reduce the bank angle slightly to fly relatively straight and bring it forward; if it moves ahead, increase the bank angle temporarily to turn it back (AFH 7-17).
With practice these corrections become slight enough to be barely noticeable, and it's possible to hold the reference line directly on the pylon even in strong winds with prompt, very fine control pressures (AFH 7-17).
Risk management
- Low altitude maneuvering, stall/spin, CFIT (CA.V.E.R3) — you're maneuvering a few hundred to about a thousand feet AGL with steep bank. Never hold a pylon with rudder (AFH 7-17), and know your stall speed at the bank angles you'll use. The AFH's general ground-reference guidance is to determine the POH stall speed at 50° or the highest bank expected to confirm a margin (AFH 7-2).
- Emergency landing considerations (CA.V.E.R7) — the ACS makes this a risk element for this task specifically. Pick a maneuvering area with landable terrain and keep a field in mind through both turns; 91.119(a) requires an altitude allowing an emergency landing without undue hazard to persons or property if the engine quits.
- Collision hazards (CA.V.E.R2) — clear with two 90° clearing turns, looking left, right, above, and below (AFH 7-2), and keep clearing throughout (CA.V.E.S1).
- Uncoordinated flight (CA.V.E.R5) — see the rudder trap above; skidding and slipping is a listed common error in its own right (AFH 7-18).
- Energy management (CA.V.E.R6) — you're trading altitude and power continuously to track pivotal altitude. Add power to hold airspeed when regaining altitude (AFH 7-16).
Official ACS elementsreference
Knowledge5 elements
The applicant demonstrates understanding of:
CA.V.E.K1Purpose of eights on pylons.CA.V.E.K2Aerodynamics associated with the eights on pylons, including coordinated and uncoordinated flight.CA.V.E.K3Pivotal altitude and factors that affect it.CA.V.E.K4Effect of wind on ground track.CA.V.E.K5Phases of the eights on pylons maneuver from entry to recovery.
Risk Management7 elements
The applicant is able to identify, assess, and mitigate risk associated with:
CA.V.E.R1Division of attention between aircraft control and orientation.CA.V.E.R2Collision hazards.CA.V.E.R3Low altitude maneuvering, including stall, spin, or controlled flight into terrain (CFIT).CA.V.E.R4Distractions, task prioritization, loss of situational awareness, or disorientation.CA.V.E.R5Uncoordinated flight.CA.V.E.R6Energy management.CA.V.E.R7Emergency landing considerations.
Skills8 elements
The applicant exhibits the skill to:
CA.V.E.S1Clear the area.CA.V.E.S2Determine the approximate pivotal altitude.CA.V.E.S3Select suitable pylons that permits straight-and-level flight between the pylons.CA.V.E.S4Enter the maneuver in the correct direction and position using an appropriate altitude and airspeed.CA.V.E.S5Establish the correct bank angle for the conditions, not to exceed 40°.CA.V.E.S6Apply smooth and continuous corrections so that the line-of-sight reference line remains on the pylon.CA.V.E.S7Divide attention between accurate, coordinated airplane control and outside visual references.CA.V.E.S8Maintain pylon position using appropriate pivotal altitude, avoiding slips and skids.