Wind Track with no wind correction Track with no wind correction Base Crosswind Downwind Upwind No wind correction Turn more than 90° Complete turn at boundary Start turn at boundary Exit Turn into wind Start turn at boundary No wind correction Complete turn at boundary Start turn at boundary Turn into wind Complete turn at boundary Start turn at boundary Turn less than 90° Enter 45° to downwind Complete turn at boundary Turn less than 90° rollout with wind correction established Turn more than 90° rollout with wind correction established Figure 6-4.  Rectangular course. The final turn is back to the downwind leg, which requires  a medium-banked angle and a turn greater than 90°. The  groundspeed will be increasing as the turn progresses and  the bank should be held and then rolled out in a rapid, but  not excessive, manner using coordinated aileron and rudder  pressures. the nose of the airplane resulting in a direct headwind and  decreased groundspeed; however, a real-world situation  results in some drift correction. The pilot should roll the  airplane into a medium banked turn with coordinated aileron  and rudder pressures. As the airplane turns onto the upwind  leg, the crosswind lessens and becomes a headwind, and the  bank angle is gradually reduced with coordinated aileron and  rudder pressures. Because the pilot was angled into the wind  on the base leg, the turn to the upwind leg is less than 90°. The next leg is where the airplane turns from an upwind leg  position to the crosswind leg. The pilot should slowly roll  the airplane into a shallow-banked turn, as the developing  crosswind drifts the airplane into the inside of the rectangular  course with coordinated aileron and rudder pressures. As the  airplane turns onto the crosswind leg, the headwind lessens  and becomes a crosswind. As the turn nears completion, the  bank angle is reduced with coordinated aileron and rudder  pressures. To compensate for the crosswind, the pilot must  angle into the wind, toward the outside of the rectangular  course, which requires the turn to be less than 90°. For the maneuver to be executed properly, the pilot must  visually utilize the ground-based, nose, and wingtip  references to properly position the airplane in attitude and  in orientation to the rectangular course. Each turn, in order  to maintain a constant ground-based radius, requires the  bank angle to be adjusted to compensate for the changing  groundspeed—the higher the groundspeed, the steeper the  bank. If the groundspeed is initially higher and then decreases  throughout the turn, the bank angle should progressively  decrease throughout the turn. The converse is also true,  if the groundspeed is initially slower and then increases  throughout the turn, the bank angle should progressively  increase throughout the turn until rollout is started. Also,  the rate for rolling in and out of the turn should be adjusted  6-7