In this training maneuver, the airplane is flown in two or more complete circles of uniform radii or distance from a prominent ground reference point using a maximum bank of approximately 45 degrees while maintaining a constant altitude. Its objective, as in other ground reference maneuvers, is to help the pilot develop the ability to subconsciously control the airplane while dividing attention between the flightpath and ground references and watching for other air traffic in the vicinity.

   The factors and principles of drift correction that are involved in "S turns" and "eights" are also applicable in this maneuver. As in other ground track maneuvers, a constant radius around a point will, if any wind exists, require a constantly changing angle of bank and angles of crab. The closer the airplane is to a direct downwind heading where the groundspeed is greatest, the steeper the bank and the faster the rate of turn required to establish the proper crab; 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 crab. It follows, then, that throughout the maneuver the bank and rate of turn must be gradually varied 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 (Fig. 11-6). Isolated trees, crossroads, or other similar small landmarks are usually suitable. The point should, however, be in an area away from communities, livestock, or groups of people on the ground to prevent possible annoyance or hazard to others. Since the maneuver is performed at a relatively low altitude (not less than 500 feet), the area selected should also afford an opportunity for a safe emergency landing in the event it becomes necessary. To enter turns around a point, the airplane should be flown on a downwind heading to one side of the selected point at a distance equal to the desired radius of turn. In a high wing airplane, the distance from the point must permit the pilot to see the point throughout the maneuver even with the wing lowered in a bank. If the radius is too large, the lowered wing will block the pilot's view of the point.

   When any significant 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 airplane is headed directly downwind. It will be seen that by entering the maneuver while heading directly downwind, the steepest bank can be attained immediately. Thus, if a maximum bank of 45 degrees is desired, the initial bank will be 45 degrees if the airplane is at the correct distance from the point. Thereafter, the bank must be shallowed gradually until the point is reached where the airplane 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" and "eights" require that the airplane be crabbed into the wind in addition to varying the bank, so do "turns around a point." During the downwind half of the circle, the airplane's nose must be progressively crabbed toward the inside of the circle; during the upwind half the nose must be progressively crabbed 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."
 

As the pilot becomes experienced in performing turns around a point and has a good understanding of the effects of wind drift and varying of the bank angle and crab 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 on to maintain the proper ground track. Eights Along a Road    An "eight along a road" is a maneuver in which the ground track consists of two complete adjacent circles of equal radii on each side of a straight road or other reference line on the ground. The ground track resembles a figure "8" (Fig. 11-7). Like the other ground reference maneuvers, its objective is to develop division of attention while compensating for drift, maintaining orientation with ground references, and maintaining a constant altitude.

   Although "eights along a road" may be performed with the wind blowing parallel to the road or directly across the road, for simplification purposes, only the latter situation is explained since the principles involved in either case are common.

   A reference line or road which is perpendicular to the wind should be selected and the airplane flown parallel to and directly above the road (not less than 500 feet above the ground). Since the wind is blowing across the flightpath, the airplane will require some crabbing to stay directly above the road during the initial straight and level portion. Before starting the maneuver, the area should be checked to ensure clearance of obstructions and avoidance of other aircraft.

   Usually the first turn should be made toward a downwind heading starting with a medium bank. Since the airplane will be turning more and more directly downwind, the groundspeed will be gradually increasing and the rate of departing the road will tend to become faster. Thus, the bank and rate of turn must be increased to establish a crab to keep the airplane from exceeding the desired distance from the road when 180 degrees of change in direction is completed. The steepest bank, then, must be attained when the airplane is headed directly downwind.

   As the airplane completes 180 degrees of change in direction, it will be flying parallel to a crabbing toward the road with the wind acting directly perpendicular to the ground track. At this point, the pilot should visualize the remaining 180 degrees of ground track required to return to the same place over the road from which the maneuver started.

   While the turn is continued toward an upwind heading, the wind will tend to keep the airplane from reaching the road, with a decrease in groundspeed and rate of closure. The rate of turn and crab angle, therefore, must be decreased proportionately so that the road will be reached just as the 360 degree turn is completed. To accomplish this, the bank must be decreased so that when headed directly upwind, it will be at the shallowest angle. In the last 90 degrees of the turn, the bank may be varied to correct any previous errors in judging the returning rate and closure rate. The rollout should be timed so that the airplane will be straight and level over the starting point, with enough drift correction to hold it over the road.

   After momentarily flying straight and level along the road, the airplane is then rolled into a medium bank turn in the opposite direction to begin the circle on the upwind side of the road. The wind will still be decreasing the groundspeed and trying to drift the airplane back toward the road; therefore the bank must be decreased slowly during the first 90 degree change in direction in order to reach the desired distance from the road and attain the proper crab angle when 180 degree change in direction has been completed.

   As the remaining 180 degree of turn continues, the wind becomes more of a tailwind and increases the airplane's groundspeed. This causes the rate of closure to become faster; consequently, the angle of bank and rate of turn must be increased further to attain sufficient crab to keep the airplane from approaching the road too rapidly. The bank will be at its steepest angle when the airplane is headed directly downwind.

   In the last 90 degrees of the turn, the rate of turn should be reduced to bring the airplane over the starting point on the road. The rollout must be timed so the airplane will be straight and level, crabbing into the wind, and flying parallel to and over the road.

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