powered parachute is headed directly downwind. By en-
tering the maneuver while heading directly downwind,
the steepest bank can be attained immediately. There -
after, the bank is shallowed gradually until the point is
reached where the powered parachute is headed directly
upwind. At this point, the bank should be gradually
steepened until the steepest bank is again attained when
heading downwind at the initial point of entry.
Just as S-turns require that the powered parachute be
turned into the wind in addition to varying the bank,
so do turns around a point. During the downwind half
of the circle, the powered parachute’s nose is progres-
sively turned toward the inside of the circle; during the
upwind half, the nose is progressively turned toward
the outside. The downwind half of the turn around
the point may be compared to the downwind side of
the S-turn across a road; the upwind half of the turn
around a point may be compared to the upwind side
of the S-turn across a road.
As the pilot becomes experienced in performing turns
around a point and has a good understanding of the
effects of wind drift and varying of the bank angle
and wind correction angle as required, entry into the
maneuver may be from any point. When entering the
maneuver at a point other than downwind, however,
the radius of the turn should be carefully selected, tak-
ing into account the wind velocity and groundspeed
so that an excessive bank is not required later on to
maintain the proper ground track. The flight instructor
should place particular emphasis on the effect of an
incorrect initial bank.
Common errors in the performance of turns around a
point are:
• Failure to adequately clear the area.
• Failure to establish appropriate bank on entry.
• Failure to recognize wind drift.
• Excessive bank and/or inadequate wind
correction angle on the downwind side of the
circle resulting in drift towards the reference
point.
• Inadequate bank angle and/or excessive wind
correction angle on the upwind side of the circle
resulting in drift away from the reference point.
• Gaining or losing altitude.
• Inadequate visual lookout for other aircraft.
• Inability to direct attention outside the powered
parachute while maintaining precise powered
parachute control.
Figure 9-6. Turns around a point.
It is very important to note 14 CFR part 91 requires
powered parachutes to avoid the flow of fixed-wing
aircraft. Additional information on airport operations
can be found in the Aeronautical Information Manual
(AIM) and the Pilot’ s Handbook of Aeronautical
Knowledge.
Airport Traffic Patterns and
Operations
Every flight begins and ends at an airport; an airport,
as defined by the Federal Aviation Regulations, is an
area of land or water that is used or intended to be
used for the landing and takeoff of aircraft. For this
reason, it is essential you learn the traffic rules, pro -
cedures, and patterns that may be in use at various
airports.
Most aviation accidents occur within a few miles of
the airport. This is where congestion is the heaviest
and the pilot is the busiest.
“See and avoid” is critical for safe operations. Ad -
visories on the common traffic advisory frequency
(CTAF) are essential at nontower-controlled airports
and flying fields to advise other aircraft of your posi -
tion and intentions.
To enhance safety around airports, specific traffic pat-
terns and traffic control procedures have been estab -
lished at airports. The traffic patterns provide specific
routes for takeoffs, departures, arrivals, and landings.
The exact nature of each airport traffic pattern is de -
pendent on the runway in use, wind conditions, ob -
structions, and other factors.
Different traffic patterns at the same airport may be
established for heavy aircraft, general aviation aircraft,
gliders and light-sport aircraft (LSA) operations. The
largest factor in determining the proper traffic pattern
is airspeed. Slow aircraft do not mix well with fast air-
craft. The powered parachute is at the slow end of the
speed range of aircraft found around most airports.
Regardless of the traffic pattern flown, you must be
aware of your position relative to other aircraft in the
traffic pattern and avoid the flow of fixed-wing air -
craft. Helicopters fall under this same rule. This rule
frequently affects the choice for a landing site. Refer
to Chapter 5 for more information on selecting a land-
ing site and airport operation information.
With that in mind, you must understand the standard
airport traffic pattern in use at the airport you are oper-
ating at and the traffic pattern you are flying to main-
tain separation from other aircraft traffic.
Powered parachutes operate best from a grass surface,
due to less wear and tear on the canopy. However,
off-runway operation may disrupt normal airport op -
erations and may not be safe for the PPC due to poor
surface conditions. If an off-runway area is used for
PPC operations, examine the area for surface condi -
tion, holes, standing water, rocks, vegetation height,
moguls, fences, wires and other hazards.
A traffic pattern may be established for an off-runway
operating area. The traffic pattern may not, and prob-
ably will not, conform to the airplane traffic pattern. It
is still your responsibility to avoid the flow of airplane
traffic.
If you elect to use the airport runway, take into con -
sideration any crosswind that may be present. The air-
port runway may not be aligned close enough into the
wind for your flying skills or may exceed the canopy
limitations.
The established powered parachute traffic pattern for
an airport might be similar to the standard traffic pat-
tern or it might use turns in the opposite direction.
[Figure 10-1] In both cases, use a standard rectangular
pattern with a pattern altitude one-half the airplane
traffic pattern altitude or as published (if published).
An airport may also use a smaller pattern, referred to
as a “tight pattern” or “inside pattern,” and it might be
in the same direction as the other traffic or opposite.
This smaller pattern combined with a pattern altitude
of one-half the airport traffic pattern helps ensure sep-
aration from aircraft flying much faster. It is important
to review the Airport/Facilities Directory (A/FD) and
understand the procedures used at each airport you
will be operating at.
Airports vary in complexity from small, private grass
or sod strips to public major terminals having many
paved runways and taxiways. Regardless of the type
of airport or field, you must know and abide by the
rules and general operating procedures applicable to
the airport being used. These rules and procedures are
based not only on logic or common sense, but also on
courtesy. The objective is to keep air traffic moving
with maximum safety and efficiency. The use of any
traffic pattern, service, or procedure does not alter the
responsibility for you to see and avoid other aircraft.
Control towers and radar facilities provide a means
of adjusting the flow of arriving and departing air -
craft, and render assistance to pilots in busy terminal
areas. You must be familiar with the communication
requirements for operating at airports where you op -
erate or indend to operate. [Figure 10-2]
Airport lighting, markings, and signs are used fre -
quently to alert pilots to abnormal conditions and
hazards, provide directions, and assist pilots in air -
port operations. It is essential you understand and ad-
here to the information provided by these indicators.
[Figures 10-3 and 10-4]
Standard Airport Traffic Patterns
The regulations require powered parachutes avoid the
flow of fixed-wing aircraft. This rule should be the
primary factor in deciding whether a standard airport
traffic pattern is appropriate for your operation.
To assure that air traffic flows into and out of an air -
port in an orderly manner, an airport traffic pattern
is established appropriate to the local conditions, in -
cluding the direction and placement of the pattern, the
altitude to be flown, and the procedures for entering
and leaving the pattern. Unless the airport displays
approved visual markings indicating that turns should
be made to the right, you should make all turns in
the pattern to the left. Again, the airport may have
established a different pattern and altitude for LSA
operations; be sure to talk with the airport manager
and check the A/FD before heading to the airport.
When operating at an airport with an operating con -
trol tower, you will receive by radio a clearance to
approach or depart, as well as pertinent information
Figure 10-1. Traffic patterns.
Figure 10-2. Recommended communication procedures at uncontrolled airports.
about the traffic pattern. If there is not a control tow -
er, it is your responsibility to determine the direction
of the traffic pattern, to comply with the appropriate
traffic rules, and to display common courtesy toward
other pilots operating in the area. The common traffic
advisory frequency (CTAF) is a good place to listen
for traffic at the airport. It is also important to listen
to the automatic terminal information service (ATIS)
if one is provided.
You are not expected to have extensive knowledge of
all traffic patterns at all airports, but if you are famil -
iar with the basic rectangular pattern, it will be easy
to make proper approaches and departures from most
airports, regardless of whether they have control tow-
ers. Check the Airport/Facility Directory for airport
and traffic pattern information.
At airports with operating control towers, the tower
operator may instruct you to enter the traffic pattern
at any point or to make a straight-in approach with -
out flying the usual rectangular pattern. Many other
deviations are possible if the tower operator and the
pilot work together in an effort to keep traffic moving
smoothly. Jets or heavy aircraft will frequently be fly-
ing wider and/or higher patterns than lighter aircraft,
and in many cases will make a straight-in approach
for landing.
The standard general aviation (GA) rectangular traf -
fic pattern is illustrated in Figure 10-1. Traffic pattern
altitude can vary by airport and should be checked in
the Airport/Facility Directory. The GA pattern altitude
is typically 800 – 1,000 feet. The PPC should NOT be
flown at the GA pattern altitude. In an effort to avoid
airplanes, the PPC pattern altitude should be one-half
the GA pattern altitude. Even after the airplane has
slowed to traffic pattern speed, it is still 2 to 3 times
the PPC speed.
When entering the traffic pattern at an airport with -
out an operating control tower, inbound pilots are ex-
pected to observe other aircraft already in the pattern
and to conform to the traffic pattern in use. If other
aircraft are not in the pattern, then traffic indicators
on the ground and wind indicators must be checked to
determine which runway and traffic pattern direction
should be used. Many airports have L-shaped traffic
Figure 10-3. Selected airport markings.
pattern indicators displayed with a segmented circle
adjacent to the runway. [Figure 10-5] The short mem-
ber of the L shows the direction in which the traffic
pattern turns should be made when using the runway
parallel to the long member. Check these indicators
while at a distance well away from any pattern that
might be in use, or while at a safe height well above
airport pattern altitudes. Once the proper traffic pat -
tern direction has been determined, you should then
proceed to a point well clear of the pattern before de-
scending to the pattern altitude.
When approaching an airport for landing, the traffic
pattern should be entered at a 45° angle to the down -
wind leg, headed toward a point abeam of the mid -
point of the runway to be used for landing. Arriving
aircraft should be at the proper traffic pattern altitude
before entering the pattern, and should stay clear of
the traffic flow until established on the entry leg. En -
tries into traffic patterns while descending create spe-
cific collision hazards and should always be avoided.
The entry leg should be of sufficient length to provide
a clear view of the entire traffic pattern, and to allow
you adequate time for planning the intended path in
the pattern and the landing approach.
The downwind leg is a course flown parallel to the
landing runway, but in a direction opposite to the in -
tended landing direction. This leg should be at one-
half the specified traffic pattern altitude to alleviate
conflicts with faster aircraft. During this leg, the be -
fore landing check should be completed. Maintain
pattern altitude until abeam the approach end of the
landing runway. At this point, reduce power and begin
a descent. The downwind leg continues past a point
abeam the approach end of the runway to a point ap -
proximately 45° from the approach end of the runway,
and a medium bank turn is made onto the base leg.
Figure 10-5. Segmented circle and components.
Figure 10-4. Airport signs.
The base leg is the transitional part of the traffic pattern
between the downwind leg and the final approach leg.
Depending on the wind condition, it is established at a
sufficient distance from the approach end of the land-
ing runway to permit a gradual descent to the intended
touchdown point. The ground track of the powered
parachute while on the base leg should be perpendicu-
lar to the extended centerline of the landing runway,
although the longitudinal axis of the powered para -
chute may not be aligned with the ground track when
it is necessary to turn into the wind to counteract drift.
While on the base leg, the pilot must ensure, before
turning onto the final approach, that there is no danger
of colliding with another aircraft that may already be
on the final approach.
The final approach leg is a descending flightpath start-
ing from the completion of the base-to-final turn and
extending to the point of touchdown. This is prob -
ably the most important leg of the entire pattern, be -
cause here the pilot’s judgment and procedures must
be the sharpest to accurately control the airspeed and
descent angle while approaching the intended touch -
down point.
As stipulated in 14 CFR part 91, section 91.113, air -
craft while on final approach to land or while landing
have the right-of-way over other aircraft in flight or
operating on the surface. When two or more aircraft
are approaching an airport for the purpose of landing,
the aircraft at the lower altitude has the right-of-way.
Pilots should not take advantage of this rule to cut in
front of another aircraft that is on final approach to
land, or to overtake that aircraft.
The upwind leg is a course flown parallel and in the
same direction to the landing runway. The upwind leg
continues past a point abeam the departure end of the
runway where a medium bank 90° turn is made onto
the crosswind leg.
The upwind leg is also the transitional part of the traf-
fic pattern: the final approach, when a go-around is
initiated, and where climb attitude is established af -
ter lift-off. When a safe altitude is attained, the pilot
should commence a shallow bank turn to the cross -
wind leg of the airport. The go-around is flown much
as you would overtake an aircraft by passing the over-
taken aircraft on their right. This will allow better vis-
ibility of the runway for departing aircraft.
The departure leg of the rectangular pattern is a
straight course aligned with, and leading from, the
takeoff runway. This leg begins at the point the pow-
ered parachute leaves the ground and continues until
the 90° turn onto the crosswind leg is started.
On the departure leg after takeoff, continue climbing
straight ahead, and, if remaining in the traffic pattern,
commence a turn to the crosswind leg. The published
airport traffic pattern may describe the turn to cross -
wind by altitude or ground reference. Begin the turn
to crosswind after a positive rate of climb has been
established and sufficient altitude has been gained to
allow clearance from ground obstructions.
If departing the traffic pattern, continue straight out
or exit with a 45° turn, to enter the upwind leg after a
positive rate of climb has been established and suffi -
cient altitude has been gained to allow clearance from
ground obstructions. Exit the upwind leg straight out.
Turning into the upwind leg allows the PPC to exit the
pattern and avoid airplanes in the traffic pattern. Care
should be taken not to turn into the path of an aircraft
in the upwind leg.
If parallel operations are in place (i.e., airplanes on
the hard surface, powered parachutes on the grass), fly
a pattern that stays within the pattern of the airplane
traffic and does not cross the airplanes’ active runway.
In all cases, the powered parachute should not make
any turns until the pilot is certain it will not obstruct
any aircraft operating in either pattern.
The crosswind leg is the part of the rectangular pattern
that is horizontally perpendicular to the extended cen-
terline of the takeoff runway and is entered by making
approximately a 90° turn from the upwind leg. On the
crosswind leg, the powered parachute proceeds to the
downwind leg position.
Since takeoffs are usually made into the wind, the
wind will now be approximately perpendicular to
the powered parachute’s flightpath. As a result, the
powered parachute will have to be turned or headed
slightly into the wind while on the crosswind leg to
maintain a ground track that is perpendicular to the
runway centerline extension.