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no usable reference points to start and complete the
turns. In addition, the closer the track of the helicopter
is to the field boundaries, the steeper the bank
necessary at the turning points. Also, you should be
able to see the edges of the selected field while seated
in a normal position and looking out the side of the
helicopter during either a left-hand or right-hand
course. The distance of the ground track from the
edges of the field should be the same regardless of
whether the course is flown to the left or right. All
turns should be started when your helicopter is abeam
the corners of the field boundaries. The bank normally
should not exceed 30°.
Although the rectangular course may be entered from
any direction, this discussion assumes entry on a
9-15
downwind heading. [Figure 9-15] As you approach the
field boundary on the downwind leg, you should begin
planning for your turn to the crosswind leg. Since you
have a tailwind on the downwind leg, the helicopter's
groundspeed is increased (position 1). During the turn
onto the crosswind leg, which is the equivalent of the
base leg in a traffic pattern, the wind causes the helicopter
to drift away from the field. To counteract this
effect, the roll-in should be made at a fairly fast rate
with a relatively steep bank (position 2).
As the turn progresses, the tailwind component
decreases, which decreases the groundspeed.
Consequently, the bank angle and rate of turn must be
reduced gradually to ensure that upon completion of
the turn, the crosswind ground track continues to be the
same distance from the edge of the field. Upon completion
of the turn, the helicopter should be level and
aligned with the downwind corner of the field.
However, since the crosswind is now pushing you
away from the field, you must establish the proper drift
correction by flying slightly into the wind. Therefore,
the turn to crosswind should be greater than a 90°
change in heading (position 3). If the turn has been
made properly, the field boundary again appears to be
one-fourth to one-half mile away. While on the crosswind
leg, the wind correction should be adjusted, as
necessary, to maintain a uniform distance from the field
boundary (position 4).
As the next field boundary is being approached (position
5), plan the turn onto the upwind leg. Since a wind
correction angle is being held into the wind and toward
the field while on the crosswind leg, this next turn
requires a turn of less than 90°. Since the crosswind
becomes a headwind, causing the groundspeed to
decrease during this turn, the bank initially must be
medium and progressively decreased as the turn proceeds.
To complete the turn, time the rollout so that the
helicopter becomes level at a point aligned with the
corner of the field just as the longitudinal axis of the
helicopter again becomes parallel to the field boundary
(position 6). The distance from the field boundary
should be the same as on the other sides of the field.
On the upwind leg, the wind is a headwind, which
results in an decreased groundspeed (position 7).
Consequently, enter the turn onto the next leg with a
fairly slow rate of roll-in, and a relatively shallow bank
(position 8). As the turn progresses, gradually increase
the bank angle because the headwind component is
diminishing, resulting in an increasing groundspeed.
During and after the turn onto this leg, the wind tends
to drift the helicopter toward the field boundary. To
WIND
No Crab
Start Turn
At Boundary
Complete Turn
At Boundary
Turn less Than
90°—Roll Out
With Crab Established
Crab Into
Wind
Start Turn
At Boundary
Turn More
Than 90°
Enter
Pattern
Complete Turn
At Boundary
No Crab
Start Turn
At Boundary
Turn More Than
90°—Roll Out
With Crab Established
Complete Turn
At Boundary
Crab Into
Wind
Start Turn
At Boundary
Turn Less
Than 90°
Complete Turn
At Boundary
Track With No Wind Correction
Track With No Wind Correction
Figure 9-15. Rectangular course. The numbered positions in the text refer to the numbers in this illustration.
9-16
compensate for the drift, the amount of turn must be
less than 90° (position 9).
Again, the rollout from this turn must be such that as
the helicopter becomes level, the nose of the helicopter
is turned slightly away the field and into the wind to
correct for drift. The helicopter should again be the
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