• Division of attention between the fl ightpath, ground  objects, and the handling of the aircraft. • Timing of the start of a turn so that the turn is fully  established at a definite point over the ground. • Timing of the recovery from a turn so that a defi nite  ground track is maintained. • Establishing a ground track and determining the  appropriate “crab” angle. As for other ground track maneuvers, one of the objectives  is to develop division of attention between the fl ightpath  and ground references while controlling the aircraft and  watching for other aircraft in the vicinity. Another objective  is to develop recognition of drift toward or away from a  line parallel to the intended ground track. This is helpful in  recognizing drift toward or away from an airport runway  during the various legs of the airport traffi c pattern. For this maneuver, a square or rectangular field (bound on  four sides by section lines or roads that are approximately  one-half mile in length) should be selected away from other  air traffic. The aircraft should be flown parallel to and at a  uniform distance just to the outside of the fi eld boundaries,  not quite above the boundaries so that the flightpath may be  easily observed from either seat by looking out the side of  the aircraft. The closer the track of the aircraft is to the fi eld  boundaries, the steeper the bank necessary at the turning  points. The distance of the ground track from the edges of  the field should be the same regardless of whether the course  is flown to the left or right. Turns should be started when  the aircraft is abeam the corner of the field boundaries, and  the bank normally should not exceed 45°. These should be  the determining factors in establishing the distance from the  boundaries for performing the maneuver. Although the rectangular course may be entered from any  direction, this discussion assumes entry on a downwind.  On the downwind leg, the wind is a tailwind and results in  increased groundspeed. Consequently, the turn onto the next  leg is entered with a fairly fast rate of roll-in with relatively  steep bank. As the turn progresses, the bank angle is reduced  gradually because the tailwind component is diminishing,  resulting in a decreasing groundspeed. During and after the turn onto this leg (the equivalent of the  base leg in a traffic pattern), the wind tends to drift the aircraft  away from the field boundary. To compensate for the drift,  the amount of turn is more than 90°. The rollout from this turn must be such that as the wings  become level, the aircraft is turned slightly toward the fi eld  and into the wind to correct for drift. The aircraft should  Usually, drift should not be encountered on the upwind or the  downwind leg, but it may be difficult to find a situation where  the wind is blowing exactly parallel to the fi eld boundaries.  This would make it necessary to use a slight wind correction  As the next field boundary is being approached, the pilot  should plan the turn onto the downwind leg. Since a wind  correction angle is being held into the wind and away from the  field while on the crosswind leg, this next turn requires a turn  of more than 90°. Since the crosswind becomes a tailwind,  causing the groundspeed to increase during this turn, the bank  initially should be medium and progressively increased as  the turn proceeds. To complete the turn, the rollout must be  timed so that the wings become level at a point aligned with  the crosswind corner of the field just as the longitudinal axis  of the aircraft again becomes parallel to the fi eld boundary.  The distance from the field boundary should be the same as  from the other sides of the fi eld. As the wings are rolled level, the proper drift correction  is established with the aircraft turned into the wind with a  change in heading of less than 90°. If the turn has been made  properly, the field boundary will again be the same distance  as it was in the previous legs. While on the crosswind leg,  the wind correction angle should be adjusted as necessary to  maintain a uniform distance from the fi eld boundary. While the aircraft is on the upwind leg, the next fi eld boundary  should be observed as it is being approached to plan the turn  onto the crosswind leg. Since the wind is a headwind on this  leg, it reduces the aircraft’s groundspeed and tries to drift the  aircraft toward the fi eld during the turn onto the crosswind  leg. For this reason, the roll-in to the turn must be slow and  the bank relatively shallow to counteract this effect. As the  turn progresses, the headwind component decreases, allowing  the groundspeed to increase. Consequently, the bank angle  and rate of turn are increased gradually to assure that upon  completion of the turn, the crosswind ground track continues  the same distance from the edge of the field. Completion of  the turn with the wings level should be accomplished at a  point aligned with the upwind corner of the fi eld. again be the same distance from the field boundary and at  the same altitude as on other legs. The base leg should be  continued until the upwind leg boundary is being approached.  Once more, the pilot should anticipate drift and turning  radius. Since drift correction was held on the base leg, it is  necessary to turn less than 90° to align the aircraft parallel  to the upwind leg boundary. This turn should be started with  a medium bank angle with a gradual reduction to a shallow  bank as the turn progresses. The rollout should be timed  to assure paralleling the boundary of the field as the wings  become level.  [Figure 9-5] 9-6