Eights on Pylons: Pivotal Altitude and How to Fly Them

Eights on pylons is the commercial ground reference maneuver in which you fly a figure eight around two points on the ground, climbing and descending so that a sight line from your eyes to each pylon, parallel to the airplane’s lateral axis, appears to pivot on the pylon. The altitude where that happens is the pivotal altitude: roughly your groundspeed in knots squared, divided by 11.3, plus the pylon’s elevation. The commercial ACS (FAA-S-ACS-7B, Area V, Task E) limits bank to 40° and requires smooth, coordinated corrections with no slips or skids.

What eights on pylons teach

The FAA’s Airplane Flying Handbook (FAA-H-8083-3C) calls eights on pylons the most advanced and difficult of the ground reference maneuvers and says it is unmatched for developing intuitive control of the airplane. The private pilot ground reference maneuvers have you fly a fixed path over the ground; eights on pylons has you hold a sight line on one spot while you turn around it, changing altitude as your groundspeed changes.

The sight line is not the wingtip. The AFH calls that interpretation incorrect, because wing design and seating put the wingtip at a different angle from each pilot’s eye. Instead, imagine a taut string from your eyes to the pylon, parallel to the airplane’s lateral axis.

Pivotal altitude explained

The AFH glossary defines pivotal altitude as the altitude at which, when an airplane turns at a given groundspeed, a projection of the sighting reference line to a point on the ground appears to pivot on that point. Two facts matter:

• It depends on groundspeed, not bank. Pivotal altitude does not vary with bank angle unless the bank is steep enough to change groundspeed. A steeper bank simply means you are closer to the pylon.
• It changes as you turn. Turning into the wind lowers your groundspeed and your pivotal altitude; as groundspeed builds again, both rise. You climb and descend throughout each turn to stay on the pylon.

The AFH’s rule of thumb: square the groundspeed, divide by 11.3 if it is in knots (or by 15 if it is in miles per hour), then add the pylon’s elevation above mean sea level.

Values are from the rule of thumb, rounded to 5 feet; the FAA’s table in AFH Figure 7-12 also gives 885 feet at 100 knots. Example: at 100 knots true airspeed with a 10-knot wind and pylons at 1,000 feet MSL, groundspeed is about 90 knots heading upwind (pivotal altitude about 715 feet above the pylons, or 1,715 feet MSL), roughly 100 knots crosswind (about 1,885 feet MSL) and about 110 knots downwind (about 2,070 feet MSL). The AFH recommends working out these values in preflight planning from the pylon elevations on your sectional chart, your POH’s maneuvering speeds and the forecast wind.

Treat the numbers as a starting point, then fly the sight picture: the AFH notes that correcting pivotal altitude by reference to the altimeter is ineffective.

Choosing good pylons

The AFH’s criteria for pylons:

• Two prominent points you can see as you finish the turn around one and head for the other.
• On a line perpendicular to the wind.
• At the same elevation, since differences of more than a few feet force you to climb or descend between turns.
• Spaced so the straight-and-level leg between them lasts about 3 to 5 seconds: time to plan the next turn without wasting time flying straight.

Location matters too. At the groundspeeds in the table you will be only about 550 to 1,300 feet above the ground, so follow the AFH’s advice for all ground reference maneuvers: stay well away from congested areas, open-air assemblies of people and livestock, and keep at least 500 feet of vertical and 2,000 feet of horizontal clearance from obstructions. 14 CFR 91.119 also requires an altitude that allows an emergency landing without undue hazard if the engine fails, and at least 500 feet above the surface (over open water or sparsely populated areas, 500 feet from any person, vessel, vehicle or structure).

How to fly eights on pylons

1. Plan, then clear. Estimate pivotal altitudes before flight, then make clearing turns.
2. Set your speed. Use the entry speed your POH or instructor specifies; the AFH’s general limit for ground reference maneuvers is maneuvering speed.
3. Enter correctly. Fly diagonally crosswind between the pylons to a point downwind of the first pylon, so that the first turn is made into the wind.
4. Roll in on the pylon. As the pylon appears just ahead of the wingtip, begin the turn by lowering the upwind wing until the sight line lines up with the pylon.
5. Descend as you head upwind. Groundspeed falls as you turn into the wind, lowering the pivotal altitude, so descend to hold the sight line on the pylon. You are not flying a constant radius, so no drift correction is needed in the turn.
6. Climb as groundspeed builds. As groundspeed increases again, climb to keep the line on the pylon.
7. Roll out toward the second pylon. Head diagonally to a point on the downwind side of the second pylon, holding enough wind correction to arrive the same distance from it as you started from the first.
8. Turn the other way. Lower the upwind wing to put the sight line on the second pylon and repeat the turn in the opposite direction.

ACS standards for eights on pylons

Eights on pylons is Task E in Area of Operation V of the Commercial Pilot for Airplane Category ACS, FAA-S-ACS-7B, the current edition. You must:

• Clear the area.
• Determine the approximate pivotal altitude.
• Select suitable pylons that permit straight-and-level flight between them.
• Enter in the correct direction and position, using an appropriate altitude and airspeed.
• Establish the correct bank angle for the conditions, not to exceed 40°.
• Apply smooth, continuous corrections so the line-of-sight reference line stays on the pylon.
• Divide attention between accurate, coordinated airplane control and outside visual references.
• Maintain pylon position using the appropriate pivotal altitude, avoiding slips and skids.

There is no altitude tolerance, because altitude is supposed to change. The knowledge and risk elements cover pivotal altitude, wind effect, low-altitude maneuvering, energy management and emergency landing considerations. Unlike the paired electives in Area V, eights on pylons is always required for an initial commercial certificate with a single-engine land or sea rating (ACS Appendix 3). Multiengine applicants do not fly it.

What you'll need

The handbook, standards and oral exam prep for your commercial checkride, from PilotMall.com.

ASA Airplane Flying Handbook (FAA-H-8083-3C)

See price at PilotMall

FAA-S-ACS-7B Commercial Pilot Airplane ACS

See price at PilotMall

ASA Commercial Pilot Oral Exam Guide

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Common errors

The AFH says the most common error is incorrect use of the rudder. When the sight line moves forward of the pylon, pilots tend to press inside rudder to yaw the wing back; when it falls behind, they press outside rudder to yaw it forward. That puts the airplane in uncoordinated flight at low altitude in a steep bank, which the AFH says should not be attempted (see how stalls develop). Use rudder only for coordination. The other common errors:

• Not clearing the area, initially and throughout.
• Skidding or slipping in turns, whether or not you are trying to hold the pylon with rudder.
• Excessive gain or loss of altitude, or being unable to find the pivotal altitude.
• Poor choice of pylons, or not entering the pylon turns into the wind.
• A heading between pylons that does not correct for drift.
• Poorly timed bank, so the turn entry is not complete with the pylon in position.
• Abrupt control use.

How it fits with the other commercial maneuvers

Eights on pylons shares Area V with steep turns, the steep spiral, chandelles and lazy eights. On the landing side, the commercial ACS adds the power-off 180 accuracy approach. For hours and eligibility, see our commercial pilot requirements.

Frequently asked questions

What is pivotal altitude?

Pivotal altitude is the altitude at which, for a given groundspeed, the pilot’s sight line to a point on the ground, parallel to the lateral axis, appears to pivot on that point as the airplane turns. It changes with groundspeed as you turn into and away from the wind.

How do you calculate pivotal altitude?

The FAA’s rule of thumb is to square the groundspeed and divide by 11.3 if it is in knots, or by 15 if it is in miles per hour, then add the pylon’s elevation above sea level. At 100 knots that works out to about 885 feet above the pylon.

Does bank angle change pivotal altitude?

No. The Airplane Flying Handbook says pivotal altitude does not vary with bank angle unless the bank is steep enough to affect groundspeed. A steeper bank only means you are flying closer to the pylon.

What is the maximum bank angle for eights on pylons?

The commercial ACS, FAA-S-ACS-7B, says to establish the correct bank angle for the conditions, not to exceed 40°.

What do you do if the pylon moves ahead of your sight line?

You are above the pivotal altitude, so descend. If the pylon falls behind the sight line you are too low, so climb. Do not use rudder to yaw the wing onto the pylon; the Airplane Flying Handbook calls incorrect rudder use the most common error in this maneuver.

Are eights on pylons on every commercial checkride?

For an initial commercial certificate with a single-engine land or sea rating, yes. The ACS requires eights on pylons, while steep turns or the steep spiral, and chandelles or lazy eights, are pairs the examiner chooses from. Multiengine applicants do not fly it.

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