Rectangular Course
A principle ground reference maneuver is the rectangular
course. The rectangular course is a training
maneuver in which the airplane maintains an equal distance
from all sides of the selected rectangular references. The
maneuver is accomplished to replicate the airport traffic
pattern that an airplane typically maneuvers while landing.
While performing the rectangular course maneuver, the pilot
should maintain a constant altitude, airspeed, and distance
from the ground references. The maneuver assists the pilot
in practicing the following:
•Maintaining a specific relationship between the
airplane and the ground.
•Dividing attention between the flightpath, 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 constant
radius turns.
•Rolling out from a turn with the required wind
correction angle to compensate for any drift cause by
the wind.
•Establishing and correcting the wind correction angle
in order to maintain the track over the ground.
•Preparing the pilot for the airport traffic pattern and
subsequent landing pattern practice.
First, a square, rectangular field, or an area with suitable
ground references on all four sides, as previously mentioned
should be selected consistent with safe practices. The
airplane should be flown parallel to and at an equal distance
between one-half to three-fourths of a mile away from
the field boundaries or selected ground references. The
flightpath should be positioned outside the field boundaries
or selected ground references so that the references may be
easily observed from either pilot seat. It is not practicable
to fly directly above the field boundaries or selected
ground references. The pilot should avoid flying close to
the references, as this will require the pilot to turn using
very steep bank angles, thereby increasing aerodynamic
load factor and the airplane’s stall speed, especially in the
downwind to crosswind turn.
The entry into the maneuver should be accomplished
downwind. This places the wind on the tail of the airplane
and results in an increased groundspeed. There should be no
wind correction angle if the wind is directly on the tail of
the airplane; however, a real-world situation results in some
drift correction. The turn from the downwind leg onto the
base leg is entered with a relatively steep bank angle. The
pilot should roll the airplane into a steep bank with rapid, but
not excessive, coordinated aileron and rudder pressures. As
the airplane turns onto the following base leg, the tailwind
lessens and becomes a crosswind; the bank angle is reduced
gradually with coordinated aileron and rudder pressures. The
pilot should be prepared for the lateral drift and compensate
by turning more than 90° angling toward the inside of the
rectangular course.
The next leg is where the airplane turns from a base leg
position to the upwind leg. Ideally, the wind is directly on
the nose of the airplane resulting in a direct headwind and
decreased groundspeed; however, a real-world situation
results in some drift correction. The pilot should roll the
airplane into a medium banked turn with coordinated aileron
and rudder pressures. As the airplane turns onto the upwind
leg, the crosswind lessens and becomes a headwind, and the
bank angle is gradually reduced with coordinated aileron and
rudder pressures. Because the pilot was angled into the wind
on the base leg, the turn to the upwind leg is less than 90°.
The next leg is where the airplane turns from an upwind leg
position to the crosswind leg. The pilot should slowly roll
the airplane into a shallow-banked turn, as the developing
crosswind drifts the airplane into the inside of the rectangular
course with coordinated aileron and rudder pressures. As the
airplane turns onto the crosswind leg, the headwind lessens
and becomes a crosswind. As the turn nears completion, the
bank angle is reduced with coordinated aileron and rudder
pressures. To compensate for the crosswind, the pilot must
angle into the wind, toward the outside of the rectangular
course, which requires the turn to be less than 90°.
The final turn is back to the downwind leg, which requires
a medium-banked angle and a turn greater than 90°. The
groundspeed will be increasing as the turn progresses and
the bank should be held and then rolled out in a rapid, but
not excessive, manner using coordinated aileron and rudder
pressures.
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