Ground reference maneuvers are training exercises flown to help you develop a division of attention between the flight path and ground references, while controlling the gyroplane and watching for other aircraft in the vicinity. Prior to each maneuver, a clearing turn should be accomplished to ensure the practice area is free of conflicting traffic.

The rectangular course is a training maneuver in which the ground track of the gyroplane is equidistant from all sides of a selected rectangular area on the ground.

[Figure 20-10] While performing the maneuver, the altitude and airspeed should be held constant. The rectangular course helps you to develop a recognition of a drift toward or away from a line parallel to the intended ground track. This is helpful in recognizing drift toward or from an airport runway during the various legs of the airport traffic pattern.

For this maneuver, pick a square or rectangular field, or an area bounded on four sides by section lines or roads, where the sides are approximately a mile in length. The area selected should be well away from other air traffic. Fly the maneuver approximately 600 to 1,000 feet above the ground, which is the altitude usually required for an airport traffic pattern. You should fly the gyroplane parallel to and at a uniform distance, about one-fourth to one-half mile, from the field boundaries, not above the boundaries. For best results, position your flight path outside the field boundaries just far enough away that they may be easily observed. You should be able to see the edges of the selected field while seated in a normal position and looking out the side of the gyroplane during either a left-hand or right-hand course. 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. All turns should be started when your gyroplane is abeam the corners of the field boundaries. The bank normally should not exceed 30°.

Although the rectangular course may be entered from any direction, this discussion assumes entry on a downwind heading. As you approach the field boundary on the downwind leg, you should begin planning for your turn to the crosswind leg. Since you have a tailwind on the downwind leg, the gyroplane’s groundspeed is increased (position 1). During the turn onto the crosswind leg, which is the equivalent of the base leg in a traffic pattern, the wind causes the gyroplane to drift away from the field. To counteract this effect, the roll-in should be made at a fairly fast rate with a relatively steep bank (position 2).

As the turn progresses, the tailwind component decreases, which decreases the groundspeed.

Consequently, the bank angle and rate of turn must be reduced gradually to ensure that upon completion of the turn, the crosswind ground track continues to be the same distance from the edge of the field. Upon completion of the turn, the gyroplane should be level and aligned with the downwind corner of the field.

However, since the crosswind is now pushing you away from the field, you must establish the proper drift correction by flying slightly into the wind. Therefore, the turn to crosswind should be greater than a 90° change in heading (position 3). If the turn has been made properly, the field boundary again appears to be one-fourth to one-half mile away. While on the crosswind leg, the wind correction should be adjusted, as necessary, to maintain a uniform distance from the field boundary (position 4).

As the next field boundary is being approached (position 5), plan the turn onto the upwind leg. Since a wind correction angle is being held into the wind and toward the field while on the crosswind leg, this next turn requires a turn of less than 90°. Since the crosswind becomes a headwind, causing the groundspeed to decrease during this turn, the bank initially must be medium and progressively decreased as the turn proceeds. To complete the turn, time the rollout so that the gyroplane becomes level at a point aligned with the corner of the field just as the longitudinal axis of the gyroplane again becomes parallel to the field boundary (position 6). The distance from the field boundary should be the same as on the other sides of the field.

On the upwind leg, the wind is a headwind, which results in an decreased groundspeed (position 7).

Consequently, enter the turn onto the next leg with a fairly slow rate of roll-in, and a relatively shallow bank (position 8). As the turn progresses, gradually increase the bank angle because the headwind component is diminishing, resulting in an increasing groundspeed.

During and after the turn onto this leg, the wind tends to drift the gyroplane toward the field boundary. To compensate for the drift, the amount of turn must be less than 90° (position 9).

Again, the rollout from this turn must be such that as the gyroplane becomes level, the nose of the gyroplane is turned slightly away the field and into the wind to correct for drift. The gyroplane should again be the same distance from the field boundary and at the same altitude, as on other legs. Continue the crosswind leg until the downwind leg boundary is approached (position 10). Once more you should anticipate drift and turning radius. Since drift correction was held on the crosswind leg, it is necessary to turn greater than 90° to align the gyroplane parallel to the downwind leg boundary. Start this turn with a medium bank angle, gradually increasing it to a steeper bank as the turn progresses. Time the rollout to assure paralleling the boundary of the field as the gyroplane becomes level (position 11).

If you have a direct headwind or tailwind on the upwind and downwind leg, drift should not be encountered.

However, it may be difficult to find a situation where the wind is blowing exactly parallel to the field boundaries. This makes it necessary to use a slight wind correction angle on all the legs. It is important to anticipate the turns to compensate for groundspeed, drift, and turning radius. When the wind is behind the gyroplane, the turn must be faster and steeper; when it is ahead of the gyroplane, the turn must be slower and shallower.

These same techniques apply while flying in an airport traffic pattern.

Another training maneuver you might use is the S-turn, which helps you correct for wind drift in turns. This maneuver requires turns to the left and right. The reference line used, whether a road, railroad, or fence, should be straight for a considerable distance and should extend as nearly perpendicular to the wind as possible.