Commercial Pilot ACS Study Guide: Eights on Pylons (ASEL/ASES)

Eights on pylons are one of the most distinctive maneuvers on the Commercial Pilot practical test. Unlike many ground reference maneuvers, the objective is not simply to maintain a predetermined ground track. Instead, the pilot must recognize how groundspeed affects pivotal altitude and continuously adjust the airplane’s altitude to keep a selected visual reference aligned with a pylon.

What Are Eights on Pylons?

The maneuver consists of two turns in opposite directions around two selected ground reference points, or pylons. The airplane is maneuvered so that a visual reference extending from the pilot’s eye along the airplane’s lateral axis appears to remain fixed on the selected pylon.

The key is understanding that the pilot is not trying to maintain a constant altitude.

Instead, altitude is adjusted as groundspeed changes so the airplane remains at the appropriate pivotal altitude.

The maneuver develops:

  • Precise aircraft control
  • Understanding of groundspeed and pivotal altitude
  • Wind awareness
  • Coordination
  • Division of attention
  • Planning and orientation
  • Energy management

Understanding Pivotal Altitude

Pivotal altitude is the altitude at which a selected pylon appears to remain stationary relative to the airplane’s lateral axis as the airplane turns around it.

The FAA provides a useful approximation when groundspeed is expressed in knots:

Pivotal Altitude ≈ Groundspeed² ÷ 11.3

The result is approximately the airplane’s pivotal altitude above ground level (AGL).

For example, at a groundspeed of 100 knots:

100² ÷ 11.3 ≈ 885 feet AGL

This calculation provides a starting point. During the actual maneuver, the pilot must recognize changes in groundspeed and adjust altitude accordingly.

Remember the Relationship

Higher groundspeed = higher pivotal altitude

Lower groundspeed = lower pivotal altitude

This relationship is one of the most important concepts to understand for both the oral portion and flight portion of the practical test.

Why Wind Matters

Wind causes the airplane’s groundspeed to continually change as it turns around each pylon.

When the airplane experiences a greater groundspeed, the required pivotal altitude increases. When groundspeed decreases, pivotal altitude decreases.

Because of this, the pilot should expect to make smooth altitude adjustments throughout the maneuver rather than attempting to hold one altitude.

This is what separates eights on pylons from simpler ground reference maneuvers: the changing groundspeed drives the required altitude correction.

Selecting the Pylons

Good pylon selection begins before entering the maneuver.

Choose two easily identifiable reference points that:

  • Can be clearly seen from the airplane
  • Provide adequate spacing for straight-and-level flight between turns
  • Are located in an area suitable for safe maneuvering
  • Provide acceptable emergency landing options
  • Avoid congested areas, towers, obstacles, and other hazards

The ACS specifically requires the applicant to consider emergency landing considerations, so pylon selection should never be based only on which objects are easiest to see.

Flying the Maneuver

Before beginning, clear the area thoroughly and determine the approximate pivotal altitude based on the expected groundspeed.

Establish the recommended aircraft configuration, power, and airspeed, then enter the maneuver from an appropriate position and direction.

As the turn develops, establish the visual reference between the airplane and the pylon.

From this point, use pitch and altitude changes—not skidding or slipping—to correct the apparent movement of the pylon.

If the Pylon Moves Ahead

The airplane is too high for the current groundspeed.

Lower the altitude.

If the Pylon Moves Behind

The airplane is too low for the current groundspeed.

Increase the altitude.

These corrections should be smooth and progressive. Avoid chasing the pylon with abrupt pitch changes.

Bank should be adjusted as necessary for the conditions and must not exceed 40° under the ACS standard.

After completing the turn around the first pylon, transition into straight-and-level flight between the pylons and establish the opposite turn around the second pylon.

Coordination Is Critical

One of the most common mistakes during eights on pylons is attempting to force the airplane around the reference point with rudder.

The maneuver must remain coordinated.

If the pylon begins moving forward or backward relative to the reference line, correct with the appropriate altitude change rather than using a slip or skid to artificially reposition the airplane.

The ACS specifically requires the applicant to maintain the pylon using the appropriate pivotal altitude while avoiding slips and skids.

ACS Risk Management

Commercial applicants should be prepared to identify and manage the risks associated with eights on pylons, including:

  • Division of attention between aircraft control and outside references
  • Collision hazards
  • Low-altitude maneuvering
  • Stall, spin, and CFIT risk
  • Distraction and loss of situational awareness
  • Uncoordinated flight
  • Energy management
  • Emergency landing considerations

Because the maneuver is performed relatively close to the ground, maintaining situational awareness is especially important. Do not become so focused on keeping the pylon visually stationary that you stop monitoring airspeed, bank, coordination, terrain, or traffic.

What the ACS Requires

During the practical test, the applicant should be prepared to:

  • Clear the area
  • Determine approximate pivotal altitude
  • Select suitable pylons that allow straight-and-level flight between them
  • Enter in the correct direction and position at an appropriate altitude and airspeed
  • Establish the proper bank for existing conditions, not exceeding 40°
  • Make smooth, continuous corrections to maintain the line-of-sight reference on the pylon
  • Divide attention between aircraft control and outside references
  • Maintain coordinated flight without slips or skids

Eights on pylons are required for an initial Commercial ASEL or ASES practical test under the current ACS.

Common Errors

Watch for these mistakes during training:

  • Trying to maintain a constant altitude
  • Entering without calculating approximate pivotal altitude
  • Selecting pylons that are too close together or poorly positioned
  • Using excessive rudder to hold the pylon
  • Allowing the airplane to slip or skid
  • Exceeding 40° of bank
  • Making abrupt pitch corrections
  • Fixating on the pylon and neglecting airspeed or traffic
  • Poor planning between pylons
  • Failing to account for changing groundspeed
  • Selecting an area without adequate emergency landing options

Commercial Pilot Tip

Think of eights on pylons as a groundspeed management maneuver expressed through altitude.

Rather than memorizing a series of control inputs, understand the relationship:

Groundspeed increases → pivotal altitude increases

Groundspeed decreases → pivotal altitude decreases

If the pylon moves ahead, you are too high.

If the pylon moves behind, you are too low.

Once that relationship becomes intuitive, the maneuver becomes much easier to manage smoothly.

What the Examiner Is Looking For

A successful eights-on-pylons demonstration should look deliberate rather than reactive.

The examiner wants to see a commercial applicant who understands why the airplane’s altitude must change, anticipates the effects of wind, remains coordinated, maintains situational awareness, and makes smooth corrections without fixating on the ground reference.

The goal is not simply to make a figure eight around two objects. It is to demonstrate precise aircraft control while continuously interpreting how the airplane’s groundspeed, altitude, wind, and position interact.

FAA References

  • Commercial Pilot for Airplane Category ACS, FAA-S-ACS-7B — Area of Operation V, Task E: Eights on Pylons
  • FAA-H-8083-3C — Airplane Flying Handbook, Chapter 7: Ground Reference Maneuvers
  • FAA-H-8083-25C — Pilot’s Handbook of Aeronautical Knowledge
  • FAA-H-8083-2A — Risk Management Handbook
  • Aircraft POH/AFM