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the wind. The closer the helicopter is to a direct downwind heading at which the groundspeed is greatest, the steeper the bank and the greater the rate of turn required to establish the proper wind correction angle. The closer the helicopter is to a direct upwind heading at which the groundspeed is least, the shallower the bank and the lower the rate of turn required to establish the proper wind correction angle. Therefore, throughout the maneuver, the bank and rate of turn must be varied gradually and in proportion to the groundspeed corrections made for the wind. 

The point selected for turns should be prominent and easily distinguishable, yet small enough to present a precise reference. Isolated trees, crossroads, or other similar small landmarks are usually suitable. The point should be in an area away from communities, livestock, or groups of people on the ground to prevent possible annoyance or hazard to others. Additionally, the area should be clear and suitable for any emergency landings should they be required. 

Just as S-turns require that the helicopter 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 helicopter’s nose must be progressively turned toward the inside of the circle; during the upwind half, the nose must be 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, while the upwind half of the turn around a point may be compared to the upwind side of the S-turn. 

Upon gaining experience in performing turns around a point and developing a good understanding of the effects of wind 

drift and varying of the bank angle and wind correction angle as required, entry into the maneuver may be from any point. When entering this maneuver at any point, the radius of the turn must be carefully selected, taking into account the wind velocity and groundspeed so that an excessive bank is not required later to maintain the proper ground track. 

## Common Errors 

1. Faulty entry technique. 

2. Poor planning, orientation, or division of attention. 

3. Uncoordinated flight control application. 

4. Improper correction for wind drift. 

5. Failure to maintain selected altitude or airspeed. 

6. Failure to maintain an equal distance around the point. 

7. Excessive bank angles. 

## Traffic Patterns 

A traffic pattern promotes safety by establishing a common track to help pilots determine their landing order and provide common reference. A traffic pattern is also useful to control the flow of traffic, particularly at airports without operating control towers. It affords a measure of safety, separation, protection, and administrative control over arriving, departing, and circling aircraft. Due to specialized operating characteristics, airplanes and helicopters do not mix well in the same traffic environment. At multiple-use airports, regulation states that helicopters should always avoid the flow of fixed-wing traffic. To do this, be familiar with the patterns typically flown by airplanes. In addition, learn how to fly these patterns in case air traffic control (ATC) requests a fixed-wing traffic pattern be flown. Traffic patterns are initially taught during the day. Traffic patterns at night may need to be adjusted; for more information, refer to Chapter 12, Night Operations. 

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