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S-Turns Across a Road: How to Fly Them Smoothly in Flight Training (Even With Wind)

S-turns across a road are the maneuver that makes students say, “I thought I understood wind.” Because unlike the rectangular course (where corrections change mostly by leg) or turns around a point (where you’re managing a circle), S-turns force you to manage two changing turn radii, two changing groundspeeds, and a constantly shifting wind angle—all while keeping the reference line nailed.


When it clicks, it feels elegant: symmetrical, smooth, and controlled. When it doesn’t, it turns into a rushed “snake” with uneven spacing and altitude wobble.


Let’s make it the elegant version.



Study this full length lesson (video, podcast, flashcards, and quiz) here: Full Length Lesson >


What S-Turns Are Really Teaching

The official goal is simple: fly a series of equal semicircles on each side of a straight ground reference (usually a road), crossing the line at 90° each time.


The real training goals are bigger:

  • Wind correction that changes continuously

  • Variable bank angle to keep ground track symmetrical

  • Maintaining constant altitude and airspeed

  • Staying coordinated through changing bank

  • Planning ahead (you can’t fix this maneuver late)


This is “fly the ground track, not the heading” in its purest form.


The Setup: Pick a Good Line and Make the Airplane Boring

Choose a Safe, Clear Reference Line

Use something straight, long, and easy to see:

  • a rural road

  • a section line

  • a railroad track (common, but be mindful of terrain and obstacles)

  • a shoreline edge (if safe and straight)


Avoid:

  • congested areas

  • highways with lots of traffic (distraction)

  • places with towers/wires close to your working area


Stabilize Before You Start

Before entering:

  • Pick your training altitude (often 600–1,000 AGL per local practice guidance)

  • Set a stable airspeed and power

  • Trim so you aren’t holding constant pressure

  • Confirm the wind direction (smoke, drift, GPS track if allowed)


If the airplane is stable, you have brain space for the wind.


The Big Idea: Bank Angle Must Change With Groundspeed

Here’s the rule that makes S-turns work:

  • When your groundspeed is higher, you need a steeper bank (higher turn rate) to keep the radius from getting huge.

  • When your groundspeed is lower, you need a shallower bank to avoid tightening too much.


In S-turns, groundspeed changes continuously:

  • It’s highest when you’re turning downwind

  • It’s lowest when you’re turning upwind

  • It’s in-between when the wind is a crosswind component


So your bank angle must also change continuously.


Entering the Maneuver: Start With a 90° Crossing

A clean entry sets you up for symmetry:

  1. Approach the reference line so you cross it at approximately 90°.

  2. As you cross, start the first turn immediately—don’t fly straight past the line and then “remember” to turn.

  3. Pick your direction based on instructor preference and wind (either can work).


Why the 90° crossing matters: it gives both semicircles the same geometry and makes judging drift easier.


How to Fly the S-Turns: The “Wind Side vs No-Wind Side” Method

Think of each half as a semicircle that starts at the road, arcs out, then comes back to cross the road again at 90°.


Step 1: First Semicircle

As you turn away from the line:

  • Bank starts medium

  • Then you adjust bank as the wind changes your groundspeed


General pattern:

  • Turning toward downwind → gradually increase bank

  • Turning toward upwind → gradually decrease bank


Your goal is to reach the farthest point of the semicircle at the right distance from the road, then “bring it back” to cross at 90°.


Step 2: Roll Out and Reverse

As you approach the reference line again:

  • Reduce bank smoothly

  • Time the rollout so you cross the road at about 90°

  • Reverse the turn direction immediately to start the next semicircle


The crossing is your “reset point.” If you’re not crossing at 90°, your timing and/or wind correction is off.


Step 3: Second Semicircle (Mirror It)

On the other side, the wind relationship flips:

  • Where you previously needed steeper bank, you’ll now need shallower (and vice versa)

  • The semicircle should match the first in size and shape over the ground


If one side is consistently wider, you’re not adjusting bank enough for groundspeed changes.


What to Look At: Outside References Win

S-turns are mostly an outside maneuver. Useful cues:

  • Keep the road/reference line in sight the whole time

  • Watch your distance from the road: are you “ballooning” outward?

  • Look for symmetry: the farthest points on each side should be roughly equal distance from the line

  • Use instruments only to confirm:

    • altitude trend

    • airspeed trend

    • coordination


If you’re staring inside, you’ll be late.


Coordination and Altitude: The Quiet Checkride Traps

Coordination

Uncoordinated turns create drag and messy radii. Keep the ball centered—especially during the steeper portion of the downwind arc.


Altitude

As bank increases, many students lose altitude because they don’t maintain lift. Expect to need:

  • a touch more back pressure as bank increases

  • smooth control inputs (no abrupt yanks)

  • trim awareness (though you usually won’t re-trim constantly during the maneuver)


A good S-turn looks like the airplane is on rails: constant altitude, constant airspeed, graceful bank changes.


Common Student Errors (and How to Fix Them)

Error: Same Bank Angle the Whole Time

Result: One side huge, one side tight.

Fix: Bank must change continuously. Steeper when downwind, shallower when upwind.


Error: Late Reversals at the Road

Result: You cross the road at an angle, then chase geometry.

Fix: Plan the rollout so you arrive at the road already reducing bank, then reverse promptly.


Error: “Chasing” the Road Back In

Result: Jerky, steep corrections near the line.

Fix: Fix drift earlier. Small bank adjustments mid-arc prevent big ones late.


Error: Losing the Wind Picture

Result: Confusing, inconsistent shapes.

Fix: Before starting, identify where downwind/upwind will occur relative to each arc. Say it out loud: “This half will become downwind here—bank increases.”


Error: Altitude Wobble

Result: Up and down like a porpoise.

Fix: Trim before entry, keep airspeed stable, and use smooth back pressure changes as bank varies.


A Simple Verbal Flow That Helps

Try narrating in the cockpit:

  • “Crossing the line at 90—turning now.”

  • “Approaching downwind—groundspeed up—adding bank.”

  • “Approaching upwind—groundspeed down—reducing bank.”

  • “Rolling out—crossing at 90—reverse.”

  • “Ball centered, altitude check, airspeed check.”


It keeps your priorities in order when your brain wants to chase the road.


Why S-Turns Are Worth Caring About

S-turns build the kind of wind intuition that shows up everywhere:

  • stabilized approaches in gusts

  • pattern spacing

  • circling and maneuvering close to the airport environment

  • smoother, more confident bank control


They’re not just a box to check—they’re a wind-management drill disguised as a ground reference maneuver.


Final Thought

The secret to S-turns is accepting that the airplane’s bank angle should never be constant. You’re continuously trading bank to match groundspeed so the ground track stays symmetrical.



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