A big concern in instrument flying is avoiding unusual attitudes and loss of control. The only instrument indication fast enough to allow dynamic, proactive rudder pressure is the directional gyro or localizer needle. We are not only above terrain (MOCA) but high enough to get very high frequency signals (MEA.) The procedural track is smooth enough that a standard rate of turn in an airplane or a half standard rate of turn in a helicopter is adequate to turn to the headings required in the horizontal space available. Time for climbs to crossing altitudes are adequate on Enroute Charts and SIDs can be rejected. Static, reactive control movement is conducive to maintaining control in this structured environment.

Now move all the way down into the airspace at or below 200' AGL. Here dynamic control movement (not pressure) can become very necessary in turns to target and turns to miss things. Here angle of bank cannot safely be restricted. Here speed, both air and ground, become critical. Here pitch needs to be used dynamically to attain the most useful speed for a maneuver, transfer kinetic energy to zoom, transfer gravity thrust to replace lift lost to centrifugal force in turns, etc. These transitions are almost always dynamic and usually require rapid transitions. Here wind must be managed to reduce radius of turns. Lots of stuff not necessary up high.

Now move to the airport. The pattern has been continually moved up from a comfortable 600' to 1,200' is some places. No matter how hard the FAA tries to make takeoff and landing high altitude maneuvers, closeness to the ground at some point becomes an issue. Using high altitude patterns, wide patterns, and long finals can mitigate exposure to the ground, but not eliminate it. Limiting bank to 30 degrees can be safe, and it can be unsafe. With a significant downwind base to final leg, many go around may be needed. A better solution would be to allow other aircraft to clear the area (probably no many there because of the wind) and make the base to final leg from the opposite direction. What usually happens, after the go around, is going way out to make a cross country final. This is a workable solution, but why not just teach turns to target (the numbers,) bank angles adequate to make the turn within the vertical space available, allowing the nose to go down naturally not only in the base to final turn but all turns in this low environment around the airport, Dutch Rolls, the basic low ground effect takeoff, and some kind of slow (or decelerating speed) approach.

The heading + or - a number of degrees, altitude + or - number of feet, and pitch and bank to a certain degree do not help the student quickly learn good control and rapid transitions in a low environment. They seem orientated toward a totally different environment.