Figure 9-15. Rectangular course. The numbered positions in the text refer to the numbers in this illustration. WIND No Cr ab Start TurnGLYPH<.notdef> At Boundary Complete TurnGLYPH<.notdef> At Boundary Turn less ThanGLYPH<.notdef> 90 —Roll OutGLYPH<.notdef> With Crab Established Crab IntoGLYPH<.notdef> Wind Start TurnGLYPH<.notdef> At Boundary Turn MoreGLYPH<.notdef> Than 90 EnterGLYPH<.notdef> Pattern Complete TurnGLYPH<.notdef> At Boundary No Cr ab Start TurnGLYPH<.notdef> At Boundary Turn More ThanGLYPH<.notdef> 90 —Roll OutGLYPH<.notdef> With Crab Established Complete TurnGLYPH<.notdef> At Boundary Crab IntoGLYPH<.notdef> Wind Start TurnGLYPH<.notdef> At Boundary Turn LessGLYPH<.notdef> Than 90 Complete TurnGLYPH<.notdef> At Boundary T r a c k W i t h N o W i n d C o r e c t i o n T r a c k W i t h N o W i n d C o r r e c t i o n necessary, to maintain a uniform distance from the field boundary (position 4).  downwind heading. [Figure 9-15] As you approach the field boundary on the downwind leg, you should begin planning for your turn to the crosswind leg. Since you have a tailwind on the downwind leg, the helicopter's groundspeed is increased (position 1). During the turn onto the crosswind leg, which is the equivalent of the base leg in a traffic pattern, the wind causes the heli- copter to drift away from the field. To counteract this effect, the roll-in should be made at a fairly fast rate with a relatively steep bank (position 2). As the next field boundary is being approached (posi- tion 5), plan the turn onto the upwind leg. Since a wind correction angle is being held into the wind and toward the field while on the crosswind leg, this next turn requires a turn of less than 90°. Since the crosswind becomes a headwind, causing the groundspeed to decrease during this turn, the bank initially must be medium and progressively decreased as the turn pro- ceeds. To complete the turn, time the rollout so that the helicopter becomes level at a point aligned with the corner of the field just as the longitudinal axis of the helicopter again becomes parallel to the field boundary (position 6). The distance from the field boundary should be the same as on the other sides of the field. As the turn progresses, the tailwind component decreases, which decreases the groundspeed. Consequently, the bank angle and rate of turn must be reduced gradually to ensure that upon completion of the turn, the crosswind ground track continues to be the same distance from the edge of the field. Upon comple- tion of the turn, the helicopter should be level and aligned with the downwind corner of the field. However, since the crosswind is now pushing you away from the field, you must establish the proper drift correction by flying slightly into the wind. Therefore, the turn to crosswind should be greater than a 90° change in heading (position 3). If the turn has been made properly, the field boundary again appears to be one-fourth to one-half mile away. While on the cross- wind leg, the wind correction should be adjusted, as On the upwind leg, the wind is a headwind, which results in an decreased groundspeed (position 7). Consequently, enter the turn onto the next leg with a fairly slow rate of roll-in, and a relatively shallow bank (position 8). As the turn progresses, gradually increase the bank angle because the headwind component is diminishing, resulting in an increasing groundspeed. During and after the turn onto this leg, the wind tends to drift the helicopter toward the field boundary. To 9-15