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S-Turns: Objective: This Maneuver

The document provides instructions for performing S-turns, which involve maintaining a constant ground track by making coordinated 180-degree turns while compensating for wind effects. The objectives are to divide attention between aircraft control and references while adjusting bank angle to maintain constant radius turns. The steps include choosing a reference line, entering downwind, beginning turns with steeper banks for higher groundspeed and shallower banks when slowing, and rolling out on the reference line with the proper wind correction. Common errors involve clearance, altitude and airspeed control, wind assessment, turn radius, and slip/skids during turns.

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Santiago Zuluaga Herrera
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71 views7 pages

S-Turns: Objective: This Maneuver

The document provides instructions for performing S-turns, which involve maintaining a constant ground track by making coordinated 180-degree turns while compensating for wind effects. The objectives are to divide attention between aircraft control and references while adjusting bank angle to maintain constant radius turns. The steps include choosing a reference line, entering downwind, beginning turns with steeper banks for higher groundspeed and shallower banks when slowing, and rolling out on the reference line with the proper wind correction. Common errors involve clearance, altitude and airspeed control, wind assessment, turn radius, and slip/skids during turns.

Uploaded by

Santiago Zuluaga Herrera
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as DOCX, PDF, TXT or read online on Scribd
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S- turns:

Objective: this maneuver is designed to develop student’s ability to fly a desired


ground track while compensating for the effect of the wind and dividing your attention
between controlling the airplane and looking for traffic.
Discussion topics:
1. Purpose of the maneuver
2. Effects of wind on ground track and relation to a ground reference point
3. Effects of bank angle and groundspeed on rate and radius of turn.
4. Common errors

Schedule:
10 minutes

Completion standards:
Apply adequate wind-drift correction during turning flight to maintain a constant
ground track around a reference area to maintain a constant radius

Maneuver standards:
Maintain altitude ±100 feet; maintain airspeed ±10 knots.

References:
FAA-H-8083-3
FAA-S-ACS-6
Boldmethod.com
objectives that you should learn from S-Turns, include:

 Maintaining a specific relationship between the airplane and the ground.

 Dividing attention between the flight path, ground-based references, manipulating


the flight controls, and scanning for outside hazards and instrument indications.

 Adjusting the bank angle during turns to correct for groundspeed changes in
order to maintain a constant radius turns.

 Steeper bank angles for higher ground speeds, shallow bank angles for slower
ground speeds.

 Rolling out from a turn with the required wind correction angle to compensate for
any drift caused by the wind.

 Establishing and correcting the wind correction angle in order to maintain the
track over the ground.

 Developing the ability to compensate for drift in quickly changing orientations.

 Arriving at specific points on required headings.

Step 1: Choose Your Line and Clear the Area

Scan the ground for straight line references which are long enough to use for S-Turns.
A few good options are roads, power line clearings, railroads, or the section lines of
large fields. Attempt to find a line perpendicular to winds aloft; this will be
important later on. Since you'll be flying at low altitude, choose a reference line that
has options for emergency landing locations nearby. You should try to avoid populated
areas and busy roads.

Step 2: Descend and Perform a Downwind Entry

Most ground reference maneuvers are flown between 600-1,000 feet above the ground
(AGL). Use local elevation references on your chart to find the appropriate indicated
altitude you should fly.
Unless an examiner asks you differently, begin a downwind entry into the S-Turn,
perpendicular to the line you've chosen. You have to keep your speed within +/- 10
knots, and the best speed for ground reference maneuvers varies by airplane.

Step 3: Begin Your First 180-Degree Turn

As your wings cross your reference line, immediately begin your first 180-degree turn.
You can start by turning left or right, it's your choice. Because you're entering from a
downwind, your ground speed will be the highest here.

With increased groundspeed, you'll have the steepest bank angle as you roll into this
turn.
Step 4: Decreasing Bank and Rollout:

As your turn progresses, gradually decrease your bank angle to compensate for
decreasing ground speed. Scan outside and inside the airplane to maintain +/- 100 feet
of altitude and +/- 10 knots of airspeed.

As you approach the 180-degree point, your ground speed is at its slowest. You'll need
the least amount of bank at this point to maintain a constant radius. Your goal is to
cross your reference line at wings level.
Step 5: Reverse the Turn:

It's time to fly the same radius turn in the opposite direction. As you cross the reference
line, you'll turn in a shallow bank since your ground speed is slow (you're facing a
headwind).

Gradually increase your bank angle to compensate for increasing ground speed to fly a
constant radius turn.
Step 6: Rollout And Completion:

As you complete your second 180-degree turn, you'll need to fly a steep bank angle on
the back side of the turn, since your ground speed will be high. Rollout at wings level
once you've crossed the reference line.
Common Errors:
 Not adequately clear the area above, below, and on either side of the airplane for
safety hazards, initially and throughout the maneuver.

 Not establishing a constant, level altitude prior to entering the maneuver.

 Not maintaining altitude during the maneuver.

 Not properly assess wind direction.

 Not properly executing constant radius turns.

 Not manipulating the flight controls in a smooth and continuous manner when
transitioning into turns.

 Not establishing the appropriate wind correction angle.

 Not applying coordinated aileron and rudder pressure, resulting in slips or skids

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