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the steeper the bank and the faster the rate of turn required to
establish the proper wind correction angle. The more nearly it
is to a direct upwind heading where the groundspeed is least,
the shallower the bank and the slower the rate of turn required
to establish the proper wind correction angle. Throughout the
maneuver, the bank and rate of turn must be varied gradually
in proportion to the groundspeed.
The point selected for turns around a point should be prominent,
easily distinguished by the pilot, and yet small enough to
present precise reference. [Figures 9-10 through 9-12]
Isolated trees, crossroads, or other similar small landmarks
are usually suitable. Right and left hand turns about a point
should be practiced to develop technique in both directions.
The example used here is right hand turns.
To enter turns around a point, the aircraft should be fl own
on a downwind heading to one side of the selected point
at a distance equal to the desired radius of turn. When any
signifi cant wind exists, it will be necessary to roll into the
initial bank at a rapid rate so that the steepest bank is attained
abeam of the point when the aircraft is headed directly
downwind. By entering the maneuver while heading directly
downwind, the steepest bank can be attained immediately.
Thus, if a maximum bank of 45° is desired, the initial bank
is 45° if the aircraft is at the correct distance from the point.
Thereafter, the bank is shallowed gradually until the point is
reached at which the aircraft is headed directly upwind. At
this point, the bank should be gradually steepened until the
steepest bank is again attained when heading downwind at
the initial point of entry.
Just as S-turns require that the aircraft be turned into the wind
in addition to varying the bank, so do turns around a point.
During the downwind half of the circle, the aircraft’s nose is
progressively turned toward the inside of the circle; during
the upwind half, the nose is progressively turned toward the
outside. The downwind half of the turn around the point may
be compared to the downwind side of the S-turn across a road;
the upwind half of the turn around a point may be compared
to the upwind side of the S-turn across a road.
9-11
Figure 9-11. Downwind portion of turn about a point, which is the gazebo jutting out into the lake. Notice the wing is low on the downwind
portion where the angle of bank is greatest.
Figure 9-12. Upwind portion of the turn about a point. Notice the wing is higher because bank angle is not at as steep during the upwind
portion headed into the wind to maintain a constant radius circle.
9-12
As the pilot becomes experienced in performing turns
around a point and has a good understanding of the effects
of wind drift and varying the bank angle and wind correction
angle as required, entry into the maneuver may be from any
point. When entering the maneuver at a point other than
downwind, however, the radius of the turn should be carefully
selected. Be sure to take into account the wind velocity and
groundspeed so that an excessive bank is not required later
on to maintain the proper ground track. The fl ight instructor
should place particular emphasis on the effect of an incorrect
initial bank.
Common errors in the performance of turns around a point
are:
• Failure to clear the area adequately.
• Failure to establish appropriate bank on entry.
• Failure to recognize wind drift.
• Inadequate bank angle and/or inadequate wind
correction angle on the downwind portion of the circle,
resulting in drift away from the reference point.
• Excessive bank and/or inadequate wind correction
angle on the upwind side of the circle, resulting in
drift towards the reference point.
• Gaining or losing altitude.
• Inability to maintain a constant airspeed.
• Inadequate visual lookout for other aircraft.
• Inability to direct attention outside the aircraft while
maintaining precise aircraft control.
Chapter Summary
Ground reference maneuvers and related factors are used
in developing a high degree of pilot skill in analyzing the
effect of wind and other forces acting on the aircraft for
accurate and safe maneuvering of the aircraft. The specifi c
maneuvers are:
• Rectangular course,
• S-turns across a road, and
• Turns about a point.
These are training maneuvers that should be mastered to
within the tolerances in the PTS.
10-1
Introduction
Just as roads and streets are needed in order to facilitate
automobile traffi c, airports are needed to facilitate aircraft
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Weight-Shift Control Aircraft Flying Handbook(108)
