content_image/547531.jpg content_image/547528.jpg
[Figure 9-6, position 2 to 3, and  Figure 9-8]  The wind correction angle is at the maximum when the aircraft is headed directly crosswind. [Figure 9-6, position 3] 

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After turning 90°, the aircraft’s heading becomes more and more an upwind heading, the groundspeed decreases, and the rate of closure with the road becomes slower. If a constant steep bank were maintained, the aircraft would turn too quickly for the slower rate of closure and would prematurely be headed perpendicular to the road. Because of the decreasing groundspeed and rate of closure while approaching the upwind heading, it is necessary to gradually shallow the bank during the remaining 90° of the semicircle, so that the wind correction angle is removed completely [Figure 9-9]  and the wings become level as the 180° turn is completed at the moment the road is reached. [Figure 9-6, position 4] 

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At the instant the road is being crossed at 90° to it, a turn in the opposite direction should be started. Since the aircraft is still flying into the headwind, the groundspeed is relatively 

low. Therefore, the turn must be started with a shallow bank to avoid an excessive rate of turn that would establish the maximum wind correction angle too soon. The degree of bank should be that which is necessary to attain the proper wind correction angle so the ground track describes an arc the same size as the one established on the downwind side. 

Since the aircraft is turning from an upwind to a downwind heading, the groundspeed increases and after turning 90° the rate of closure with the road increases rapidly. [Figure 9-6, position 5]  Consequently, the angle of bank and rate of turn must be progressively increased so that the aircraft has turned 180° at the time it reaches the road. Again, the rollout must be timed so the aircraft is in straight- and-level flight directly over and perpendicular to the road. [Figure 9-6, position 6] 

Throughout the maneuver a constant altitude and airspeed should be maintained, and the bank should be changing constantly to effect a true semicircular ground track. 

Common errors in the performance of S-turns across a road are: 

• Failure to adequately clear the area. 

• Creating too small of a radius/too high of a banked turn during the start of the maneuver. 

• Creating banked turns too high to complete the maneuver. 

• Poor coordination creating variations in airspeeds. 

• Gaining or losing altitude. 

• Inability to visualize the half circle ground track. 

• Poor timing in beginning and recovering from turns. 

• Faulty correction for drift. 

• Inadequate visual lookout for other aircraft. 

• Inability to judge closure rates to the road and adjust the bank angle so the semi-circle is completed at 90° to the reference road. 

##  Turns Around a Point 

Turns around a point, as a training maneuver, is a logical extension of the principles involved in the performance of S-turns across a road. The objectives are to: 

• Further perfect turning technique. 

• Perfect the ability to control the aircraft subconsciously while dividing attention between the fl ightpath and ground references. 

