WIND Shallowest bank Shallower bank Level with crab into wind Steepest bank Shallowest bank Steeper bank As the turn is continued  toward the upwind, the airplane’s  groundspeed is decreasing which requires the pilot to reduce  the bank angle to slow the  rate of turn. If the pilot does not  reduce the bank angle, the continued high rate of turn would  cause the turn to be completed prematurely. Another way  to explain this effect is—the wind is drifting the airplane  downwind at the same time  its groundspeed is slowing; if  the airplane has a steeper than required bank angle, its rate  of turn will be too fast and the airplane will complete the  turn before it has had time to  return to the ground reference. pilot should roll the airplane into a medium bank turn in the  opposite direction to begin the 360° turn on the upwind side  of the ground reference. The wind will decrease the airplane’s  groundspeed and drift the airplane back toward the ground  reference; therefore, the pilot must decrease the bank slowly  during the first 90° of the upwind turn in order to establish a  constant radius. During the next 90° of turn, the pilot should  increase the bank angle, since the groundspeed is increasing,  to maintain a constant radius and establish the proper wind  correction angle before reaching the 180° upwind position. When the airplane is directly  upwind, which is at 270° into  the first turn, the bank angle should be shallow with no  wind correction. As the airplane turns crosswind again, the  airplane’s groundspeed begi ns increasing; therefore, the pilot  should adjust the bank angle and corresponding rate of turn  proportionately in order to reach the ground reference at the  completion of the 360° ground track. The pilot may vary  the bank angle to correct for any previous errors made in  judging the returning rate and closure rate. The pilot should  time the rollout so that the  airplan e is straight-and-level over  the starting point with enough drift correction to hold it over  the straight-line ground reference. Assuming that the wind  is now from the left, the airplane should be banked at a left  wind correction angle. As the remaining 180° of turn continues, the wind becomes  a tailwind and then a crosswind. Consistent with previous  downwind and crosswind descriptions, the pilot must increase  the bank angle as the airplane reaches the downwind position  and decrease the bank angle as the airplane reaches the  crosswind position. Further, the rate of roll in and roll out  should be consistent with how fast the groundspeed changes  during the turn. Remember, when turning from an upwind or  downwind position to a crosswind position, the groundspeed  changes by  1 ⁄ 2 during the first  2 ⁄ 3 of the 90° turn. The final  1 ⁄ 2 of  the groundspeed changes in the last  1 ⁄ 3 of the turn. In contrast,  when turning from a crosswind position to an upwind or  downwind position, the groundspeed changes by  1 ⁄ 2 during  the first  1 ⁄ 3 of the 90° turn. The final  1 ⁄ 2 of the groundspeed  changes in the last  2 ⁄ 3 of the turn. After momentarily flying straight-and-level with the  established wind correction, along the ground reference, the  6-12 Figure 6-7.  Eights along a road.