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As the turn is continued toward the upwind, the airplane’s groundspeed is decreasing which requires the pilot to reduce the bank angle to slow the rate of turn. If the pilot does not reduce the bank angle, the continued high rate of turn would cause the turn to be completed prematurely. Another way to explain this effect is—the wind is drifting the airplane downwind at the same time its groundspeed is slowing; if the airplane has a steeper than required bank angle, its rate of turn will be too fast and the airplane will complete the turn before it has had time to return to the ground reference. 

When the airplane is directly upwind, which is at 270° into the first turn, the bank angle should be shallow with no wind correction. As the airplane turns crosswind again, the airplane’s groundspeed begi ns increasing; therefore, the pilot should adjust the bank angle and corresponding rate of turn proportionately in order to reach the ground reference at the completion of the 360° ground track. The pilot may vary the bank angle to correct for any previous errors made in judging the returning rate and closure rate. The pilot should time the rollout so that the airplan e is straight-and-level over the starting point with enough drift correction to hold it over the straight-line ground reference. Assuming that the wind is now from the left, the airplane should be banked at a left wind correction angle. 

After momentarily flying straight-and-level with the established wind correction, along the ground reference, the 

pilot should roll the airplane into a medium bank turn in the opposite direction to begin the 360° turn on the upwind side of the ground reference. The wind will decrease the airplane’s groundspeed and drift the airplane back toward the ground reference; therefore, the pilot must decrease the bank slowly during the first 90° of the upwind turn in order to establish a constant radius. During the next 90° of turn, the pilot should increase the bank angle, since the groundspeed is increasing, to maintain a constant radius and establish the proper wind correction angle before reaching the 180° upwind position. 

As the remaining 180° of turn continues, the wind becomes a tailwind and then a crosswind. Consistent with previous downwind and crosswind descriptions, the pilot must increase the bank angle as the airplane reaches the downwind position and decrease the bank angle as the airplane reaches the crosswind position. Further, the rate of roll in and roll out should be consistent with how fast the groundspeed changes during the turn. Remember, when turning from an upwind or downwind position to a crosswind position, the groundspeed changes by 1 ⁄ 2 during the first 2 ⁄ 3 of the 90° turn. The final 1 ⁄ 2 of the groundspeed changes in the last 1 ⁄ 3 of the turn. In contrast, when turning from a crosswind position to an upwind or downwind position, the groundspeed changes by 1 ⁄ 2 during the first 1 ⁄ 3 of the 90° turn. The final 1 ⁄ 2 of the groundspeed changes in the last 2 ⁄ 3 of the turn. 

