Turns Around a Point

How to do them, what’s really happening, and why. The following is not an exhaustive
discussion on the subject. It is intended to highlight some common misconceptions and
errors. More in-depth study is required to fully master the maneuver. Reference the
Airplane Flying Handbook (AFH), FAA-H-8083-3A, pgs. 6-7 to 6-9. Use the procedures
in the appropriate FlightSafety Training Manual. This paper is intended to supplement
both of those references and give some insights for a deeper understanding of the
maneuver.

Use a wind drift circle to determine the wind direction and speed—this is not a circle
around a reference point. Rather, it should begin on any defined entry heading exactly
over an easily distinguishable reference point. Roll into, and maintain, a given bank
angle and airspeed. After a 360 degree turn, and upon returning to the entry heading,
note the finishing location in relation to the starting/reference point. The difference is the
direction from which the wind is coming as well as its strength (AFH, pg. 6-3).

The emergency landing area, while not specifically required in the PTS, must be in a
position that can be reached from any point in the maneuver. Preferably, it should allow
a landing into the wind in the event of an engine failure. Remember that the airspeed
used for the maneuver must be converted to a stabilized gliding approach speed (AFH,
chapter 16).

Entry: To achieve an approximate 45 degree angle of bank (AFH, pg. 6-8) in zero wind
requires the same distance from the reference point as the aircraft is above the ground.
That is, if the maneuver is done at 800 AGL, the aircraft should be 800 feet abeam the
reference point in order to form an isosceles triangle (in this case, one having two equal
sides and two 45 degree angles). Too often, the pilot enters too wide abeam and does not
achieve the desired angle of bank. With wind, the downwind entry would have to be
wider abeam in order to not exceed approximately 45 degrees angle of bank at the
steepest point (William K. Kerschner, The Flight Instructor’s Manual, 4th Ed., page 85).

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Each time you enter this maneuver, notice how close you are to the ground reference
point (where the ground reference point passes under the airplane’s wing) and what that
distance from the reference point does to influence the maneuver.

The maneuver: Consider rate and radius of turn in order to understand one aspect of why
greater angle of bank is required when flying downwind and less angle of bank is
required when flying upwind. Consider also, at the completion of the first quarter of the
maneuver there should be a wind correction angle (crab) into the wind. Pilots often don’t
understand how that crab angle is achieved. It is not due to any “weathervaning” of the
aircraft into the (steady state) wind. That concept simply does not happen (if it did, why
would we need to calculate WCA for cross country flights?) Pilots erroneously misuse
and misconstrue the expression “the aircraft is being pushed by the wind” to mean that
there is a “push” on the side of the aircraft. In actuality, the aircraft is not experiencing
any such force exerted on it by the wind – it is merely drifting off course as it flies among
air molecules that are moving in relation to the earth. The pilot achieves the crab by
progressively turning more degrees than required for any given segment of the first
quarter of the circle. If a maximum 10 degree crab were required, the aircraft would need
to turn through 100 degrees in the first 90 degrees of the circle. Throughout the rest of
the circle the pilot turns either more or less than required for any given quadrant in order
to achieve the proper ground track (Kerschner, page 87 and AFH, page 6-7).

Anticipation is the key to mastering this maneuver. Understanding the crab discussed
above, as well as knowing what to expect to see out of the side window (crab or absence
of crab) will help to keep you oriented (Kerschner, page 88).

One practical technique used to master Turns Around a Point is to note how far you are
abeam the point as you enter the maneuver (the radius of the circle). Project a spot on the
ground 90 degrees around the circumference of the circle ahead of you and the same
radius from the reference point. Then, simply use varying angles of bank to “guide” the
aircraft over that spot. If you use too much/too little bank or hold the angle of bank too
long/not long enough, you will see that you will arrive “inside/outside” your chosen spot.

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Projecting the image of where you want to go with the aircraft will cause you to
automatically vary the bank angle to arrive over that spot. If you keep varying the angle
of bank appropriately, you will also automatically achieve the appropriate wind
correction angle for each point on the circle. Remember, you are not flying a straight line
to the spot, but describing a curved path to arrive over it.

As you arrive over each 90 degree point of the circle, simply project the image of where
you want to be at the completion of the next quadrant. By using this technique you are
also developing the basic skill set used to position you on the projected, extended
centerline when you turn from base to final in the traffic pattern.

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