When flying straight and level and following a select - ed ground track, the preferred method of correcting  for wind drift is to head the powered parachute suf- ficiently into the wind to cause the powered parachute  to move forward into the wind at the same rate the  wind is moving it sideways. Depending on the wind  velocity, this may require a large wind correction an- gle or one of only a few degrees. When the drift has  been neutralized, the powered parachute will follow  the desired ground track. To understand the need for drift correction during  flight, consider a flight with a wind velocity of 30  knots from the left and 90° to the direction the pow- ered parachute is headed. After 1 hour, the body of air  in which the powered parachute is flying will have  moved 30 NM to the right. Since the powered para - chute is moving with this body of air, it too will have  drifted 30 NM to the right. In relation to the air, the  powered parachute moved forward, but in relation to  the ground, it moved forward as well as 30 NM to the  right. There are times when the pilot needs to correct for  drift while in a turn. [Figure 9-2] Throughout the turn  the wind will be acting on the powered parachute from  constantly changing angles. The relative wind angle  and speed govern the time it takes for the powered  parachute to progress through any part of a turn. This  is due to the constantly changing groundspeed. When  the powered parachute is headed into the wind, the  groundspeed is decreased; when headed downwind,  the groundspeed is increased. Through the crosswind  portion of a turn, the powered parachute must be  turned sufficiently into the wind to counteract drift. To follow a desired circular ground track, the wind  correction angle must be varied in a timely manner  because of the varying groundspeed as the turn pro- gresses. The faster the groundspeed, the faster the  wind correction angle must be established; the slow- er the groundspeed, the slower the wind correction  angle must be established. You will see then that the  PPC should have the steepest bank and fastest rate of  turn on the downwind portion of the turn and have  the shallowest bank and slowest rate of turn on the  upwind portion. The principles and techniques of varying the angle  of bank to change the rate of turn and wind correc- tion angle for controlling wind drift during a turn are  the same for all ground track maneuvers involving  changes in direction of flight. When there is no wind, it should be simple to fly along  a ground track with an arc of exactly 180° and a con- stant radius because the flightpath and ground track  would be identical. This can be demonstrated by ap- proaching a road at a 90° angle and, when directly  over the road, rolling into a medium-banked turn, then  maintaining the same angle of bank throughout the  180° of turn. [Figure 9-2] To complete the turn, the rollout should be started at a  point where the canopy will become level as the pow- ered parachute again reaches the road at a 90° angle  and will be directly over the road just as the turn is  completed. This would be possible only if there were  absolutely no wind and if the angle of bank and the  rate of turn remained constant throughout the entire  maneuver.  If the turn were made with a constant angle of bank  and a wind blowing directly across the road, it would  result in a constant radius turn through the air. How- ever, the wind effects would cause the ground track  to be distorted from a constant radius turn or semicir- cular path. The greater the wind velocity, the greater  would be the difference between the desired ground  track and the flightpath. To counteract this drift, the  Figure 9-2. Effect of wind during a turn. 9-3