[Figure 9-6, position 2 to 3,  and  Figure 9-8]  The wind  correction angle is at the maximum when the aircraft is  headed directly crosswind.  [Figure 9-6, position 3] low. Therefore, the turn must be started with a shallow bank  to avoid an excessive rate of turn that would establish the  maximum wind correction angle too soon. The degree of bank  should be that which is necessary to attain the proper wind  correction angle so the ground track describes an arc the same  size as the one established on the downwind side. Since the aircraft is turning from an upwind to a downwind  heading, the groundspeed increases and after turning  90° the rate of closure with the road increases rapidly.  [Figure 9-6, position 5]  Consequently, the angle of bank  and rate of turn must be progressively increased so that  the aircraft has turned 180° at the time it reaches the road.  Again, the rollout must be timed so the aircraft is in straight- and-level flight directly over and perpendicular to the road.  [Figure 9-6, position 6] Throughout the maneuver a constant altitude and airspeed  should be maintained, and the bank should be changing  constantly to effect a true semicircular ground track. After turning 90°, the aircraft’s heading becomes more  and more an upwind heading, the groundspeed decreases,  and the rate of closure with the road becomes slower.  If a constant steep bank were maintained, the aircraft  would turn too quickly for the slower rate of closure and  would prematurely be headed perpendicular to the road.  Because of the decreasing groundspeed and rate of closure  while approaching the upwind heading, it is necessary to  gradually shallow the bank during the remaining 90° of the  semicircle, so that the wind correction angle is removed  completely  [Figure 9-9]  and the wings become level as the  180° turn is completed at the moment the road is reached.  [Figure 9-6, position 4] Common errors in the performance of S-turns across a road  are: Turns around a point, as a training maneuver, is a logical  extension of the principles involved in the performance of  S-turns across a road. The objectives are to: At the instant the road is being crossed at 90° to it, a turn in  the opposite direction should be started. Since the aircraft is  still flying into the headwind, the groundspeed is relatively  Reference Line Figure 9-9. Student completing semicircle, preparing to level out  to cross perpendicular to the road. Figure 9-8. Pilot’s view in starting semicircle turning left from  downwind to crosswind. Reference Line • Failure to adequately clear the area. • Creating too small of a radius/too high of a banked  turn during the start of the maneuver. •  Creating banked turns too high to complete the  maneuver. • Poor coordination creating variations in airspeeds. • Gaining or losing altitude. • Inability to visualize the half circle ground track. • Poor timing in beginning and recovering from turns. • Faulty correction for drift. • Inadequate visual lookout for other aircraft. •  Inability to judge closure rates to the road and adjust  the bank angle so the semi-circle is completed at 90°  to the reference road. • Further perfect turning technique. • Perfect the ability to control the aircraft subconsciously  while dividing attention between the fl ightpath and  ground references.  Turns Around a Point 9-9