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Why Ground Reference? 2010-03-18
One of the weakest parts of flight instruction is the failure of the instructor to let the student know the 'why' of some of the maneuvers as they relate to actual flight operations. Ground reference is but one of these areas of weakness. Every ground reference maneuver has the potential of being applied in a real situation in the vicinity of an airport. We perform the four basics close to the ground so that the student can become familiar with the visual effects caused by ground movement under the aircraft. Again, this perception is part of the approach to landing. The apex of all ground reference maneuvers is the landing. Flying relatively close to the ground greatly reduces the options you have in event of an emergency. It's not all bad since in case of a fire you can get to the ground more quickly. Select your area for ground reference in a sparsely inhabited area with plenty of emergency fields. At altitude we have always cleared prior to every turn. There is no reason not to clear for ground reference turns and every reason to continue what should be an ongoing habit. Once you have cleared, look over the nose during the turn. As with airports you are learning to divide your attention between the ground and the airplane while maintaining control. If you do not properly divide your attention you will have difficulty maintaining a constant altitude and the desired ground track. At 4500' a hundred-foot altitude deviation is not as significant as it is at 500'. As changes in altitude and flight path occur you will be making cockpit adjustments using the division of attention skills required close to the ground. Ground reference maneuvers are performed to increase your comfort level with ground proximity before you begin intensive training with landings. Any inability to understand and perform ground reference will appear again during the instructional phase on landings. Winds are never, but never, what ATC says they are or will be. The performance of the airplane in relation to the ground track and speed tells you the wind. When the airplane does not point where it is going, it is because of the wind. When the groundspeed on a stabilized approach (correct airspeed) is seemingly too fast or slow, high or low, it is because of the wind. You must learn to fly airspeeds during landing approaches and interpret any variations in pattern and approach angle as due to wind. When you have soloed and have an opportunity to practice ground reference on you own you enter a new world of practice. Only practice of the right kind will lead you beyond rote performance to competence and finally to confidence. You may recognize that you are having difficulty, and you may not. (Agnosia: You don't know what you don't know) Contact the instructor and talk/walk through the maneuver to make sure you understand the mechanics involved. This may solve the problem, but if it doesn't, a flight lesson is going to be the most economic solution. There is nothing worse you can do in flying than practicing a procedure incorrectly. Cross country flying not so apparently utilizes ground reference skills To fly a given course in any wind you will be required to make heading adjustments and bank adjustments. The higher altitudes of cross country make ground track adjustments more difficult to determine. The more readily you can make heading corrections for a desired ground track the more efficient will be your cross country flying. Some examiners hold a pilot to 1/8 mile of his selected course. ( Good reason to make a 270 takeoff departure. This way you can start your time and course directly over the airport. Comment		External Links  Recent articles Why Takeoff Pitch Changes P The initial lift off attitude at Vso is slightly higher than that required for Vy best rate of climb but is about right for Vx... 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