D o w n w i n d h alf o f c i r c l e U p w i n d h a lf o f c i r c l e Wind Steepest bank Shallowest bank Shallower bank Steeper bank 09 Takeoff leg (into the wind) 1 Final approach leg 5 Crosswind leg 2 Base leg 4 Downwind leg 3 Wind Figure 9-18.  A standard fixed-wing traffic pattern consists of left  turns, has five designated legs, and is flown at 1,000' AGL.  Figure 9-17.  Turns around a point.  Traffic Patterns Common Errors  9-17 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. 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. 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  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.