Takeoff
Downwind
Crosswind
Departure Climb
Figure 10-2. After takeoff and departure, turning from the crosswind to the downwind leg while climbing to pattern altitude.
Compliance with the basic rectangular traffi c pattern reduces
the possibility of confl icts at airports without an operating
control tower. It is imperative that the pilot form the habit of
exercising constant vigilance in the vicinity of airports even
though the air traffi c appears to be light. The objective is to
have both the fast and the slower weight-shift control (WSC)
aircraft completing the pattern at the same interval.
The slower the aircraft is, the tighter the pattern is, as shown
in Figure 10-1. The terminology is a “tight pattern” or “inside
pattern” for the slower WSC aircraft in operations with faster
aircraft. Using Figure 10-1 as an example, if the airplane is
fl ying the pattern at 80 knots and the WSC aircraft is fl ying
an inside pattern at 40 knots (that is half the distance), then
the WSC aircraft and the airplane will fl y around the pattern
with the same interval. The WSC pilot must determine
the size of the pattern to create the same interval. This is
commonplace at nontowered airports where WSC aircraft
operate with faster aircraft. Both aircraft are going around
the pattern at the same time with the slower WSC aircraft
fl ying a tighter pattern and the faster airplane fl ying the larger
pattern. In Figure 10-2, the WSC aircraft is establishing an
inside airport pattern turning from crosswind to downwind.
In Figure 10-3, the aircraft shown is in the middle of the
downwind leg fl ying an inside pattern.
When entering the traffi c pattern at an airport without an
operating control tower, inbound pilots are expected to
listen to the other aircraft on the CTAF (Common Traffi c
Advisory Frequency), observe other aircraft already in the
pattern, and conform to the traffi c pattern in use. If other
aircraft are not in the pattern, then traffi c indicators on the
ground and wind indicators must be checked to determine
which runway and traffi c pattern direction should be used.
[Figure 10-4 and 10-5] Many airports have L-shaped traffi c
pattern indicators displayed with a segmented circle adjacent
to the runway. The short member of the L shows the direction
in which traffi c pattern turns should be made when using
the runway parallel to the long member. These indicators
should be checked while at a distance away from any pattern
that might be in use, or while at a safe height above pattern
altitudes. When the proper traffi c pattern direction has been
determined, the pilot should then proceed to a point clear of
the pattern before descending to the pattern altitude.
Landing Point
Base
Final
Downwind
Downwind
Figure 10-3. Weight-shift control on the downwind leg of an airport inside pattern.
Segmented Circle
Showing Best
Pattern Direction
Wind Cone
Traffic Pattern
Indicators Show
Base Leg of
Traffic Pattern
Runway
Figure 10-4. Left hand pattern for runway in both directions.
Figure 10-6. Example of traffic pattern indicator on sectional
showing right hand pattern for runway 9. See Figure 10-5 for
segmented circle for this airport.
Figure 10-5. Left hand pattern for one direction and right hand
pattern for other direction.
As discussed earlier, all patterns are left hand unless indicated
otherwise. Sectional aeronautical charts list a right hand
pattern along with the airport information as shown in
Figure 10-6. The segmented circle of Figure 10-5 and the
airport shown in Figure 10-6 both clearly show the patterns
for this airport.
A segmented circle in Figure 10-7 provides traffi c patterns
so there is no air traffi c over the lower right hand area, which
could be a hazard or populated area.
Inbound to an uncontrolled airport, the CTAF frequency
should be monitored to listen for other aircraft in the pattern
to fi nd out what is the active runway being used by other air
traffi c. [Figure 10-8]
When approaching an airport for landing, the traffi c pattern
should be entered at a 45° angle to the downwind leg, headed
toward a point abeam of the midpoint of the runway to be
used for landing as shown in Figures 10-1 and 10-7. Arriving
aircraft should be at the proper traffi c pattern altitude before
entering the pattern and should stay clear of the traffi c
fl ow until established on the entry leg. Entries into traffi c
patterns while descending create specifi c collision hazards
and should always be avoided. During the WSC 45° entry
into the pattern, the WSC aircraft must pass through the
larger airplane pattern, so it is essential that alert see-and-
avoid procedures plus additional radio communications be
practiced during this transition.
The entry leg should be of suffi cient length to provide a
clear view of the entire traffi c pattern and to allow the pilot
adequate time for planning the intended path in the pattern
and the landing approach.
The downwind leg is a course fl own parallel to the landing
runway but in a direction opposite to the intended landing
direction. This leg for the slower WSC aircraft should be
approximately ¼ to ½ mile out from the landing runway,
and at the specifi ed traffi c pattern altitude unless the airport
specifi cally specifi es a lower altitude for WSC aircraft.
[Figure 10-9] The faster airplanes would be ½ to 1 mile
out from the landing runway. During this leg, the before
landing check should be completed. Pattern altitude should
be maintained until abeam the approach end of the landing
runway. At this point, power should be reduced and a descent
begun. The downwind leg continues past a point abeam the
approach end of the runway to a point approximately 45°
from the approach end of the runway, and a medium bank
turn is made onto the base leg.
The base leg is the transitional part of the traffi c pattern
between the downwind leg and the final approach leg.
Depending on the wind condition, it is established at a
suffi cient distance from the approach end of the landing
runway to permit a gradual descent to the intended touchdown
point. The ground track of the aircraft while on the base leg
should be perpendicular to the extended centerline of the
landing runway, although the longitudinal axis of the aircraft
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 and before turning onto the fi nal approach, the pilot must
ensure that there is no danger of colliding with another aircraft
LEGEND
Recommended Standard Left-Hand Traffic
Pattern (depicted)
(Standard right-hand traffic pattern would be mirror image)
RUNWAY
Final
Departure
Downwind
Base
Crosswind
Departure
Departure
Entry
Segmented Circle
No Patterns Here
Because of Hazard or
Populated Area
Landing Direction Indicator
Landing Runway (or Landing Strip Indicators)
Wind Cone
Base Leg
Traffic Pattern Indicators
Application of Traffic Pattern Indicators
Figure 10-7. An airport with two runways and a hazard, noise sensitive, or populated area to the lower right where the segmented circle
specifies traffic not to fly over this area.
Figure 10-8. Approaching a busy airport with multiple runways and
listening to the Common Traffic Advisory Frequency (CTAF) for
the pattern being used because of the wind conditions.
Figure 10-9. After hearing other aircraft using the normal pattern as
described in the Airport/Facility Directory (A/FD), pilot descended
and entered the downwind leg (landing runway highlighted in
red) midfield within gliding distance of the runway in case of an
engine failure.
RUNWAY
Final Approach
Departure
Downwind Leg
Base Leg
Upwind Leg
Crosswind Leg
Direction of Landing
Figure 10-10. Upwind leg.
that may be on the fi nal approach. This is especially important
since the WSC aircraft is in a tighter pattern and could be
fl ying onto the fi nal approach of faster airplanes.
The fi nal approach leg is a descending fl ightpath starting
from the completion of the base-to-fi nal turn and extending to
the point of touchdown. This is probably the most important
leg of the entire pattern because the pilot’s judgment and
procedures must be the sharpest to control the airspeed and
descent angle accurately while approaching the intended
touchdown point.
As stipulated in 14 CFR part 91, aircraft while on fi nal
approach to land or while landing have the right-of-way over
other aircraft in fl ight 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.
A pilot should not take advantage of this rule to cut in front
of or overtake another aircraft on fi nal approach.
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 aircraft leaves the ground
and continues until the 90° turn onto the crosswind leg is
started. On the departure leg after takeoff, the pilot should
continue climbing straight ahead, and, if remaining in the
traffi c pattern, commence a turn to the crosswind leg beyond
the departure end of the runway within 300 feet of pattern
altitude. If departing the traffi c pattern, continue straight out
or exit with a 45° turn (to the left when in a left-hand traffi c
pattern; to the right when in a right-hand traffi c pattern)
beyond the departure end of the runway after reaching
pattern altitude.
An upwind leg is a course fl own parallel to the landing
runway, but in the same direction as the intended landing
direction. The upwind leg continues past a point abeam the
departure end of the runway to where a medium bank 90°
turn is made onto the crosswind leg. The upwind leg is also
the transitional part of the traffi c pattern when on the fi nal
approach and a go-around is initiated and climb attitude is
established. When a safe altitude is attained, the pilot should
commence a shallow bank turn to the right side of the runway.
This allows better visibility of the runway for departing
aircraft. [Figure 10-10]
The crosswind leg is the part of the rectangular pattern that is
horizontally perpendicular to the extended centerline of the
takeoff runway and is entered by making approximately a 90°
turn from the departure or upwind leg. On the crosswind leg,
the aircraft proceeds to the downwind leg position.
In most cases, the takeoff is made into the wind in which
case it is now approximately perpendicular to the aircraft’s
fl ightpath. As a result, the aircraft has 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.
Chapter Summary
Airport patterns provide organized air traffi c fl ows into and
out of an airport. An airport traffi c pattern is established
appropriate to the local conditions, including the direction and
placement of the pattern, altitude to be fl own, and procedures
for entering and leaving the pattern.
The legs of an airport pattern from takeoff are:
• Departure—direction of takeoff on the centerline of
the runway
• Crosswind—fi rst 90° turn fl ying perpendicular to the
takeoff direction
• Downwind—second 90° turn fl ying parallel to the
takeoff direction opposite the direction of takeoff and
landing
• Base—third 90° turn fl ying perpendicular towards the
runway centerline
• Final—forth 90° turn headed down the centerline of
the runway to land
Pilots must research and determine from prefl ight preparation
the possible runways and patterns for runways at the intended
airports for the fl ight. The pilot must determine the actual
pattern at the airport from observation and talking with other
pilots on the CTAF or from the wind direction if no other
pilots are in the pattern. Normal airport patterns are always
left hand unless indicated otherwise.
Additional information on airport operations can be found
in the Pilot’s Handbook of Aeronautical Knowledge,
the Aeronautical Information Manual (AIM), Chapter 2,
Aeronautical Lighting and Other Airport Visual Aids, Chapter
4, Air Traffi c Control, and Chapter 5, Air Traffi c Procedures;
and 14 CFR part 91, Subpart B, Flight Rules, Subpart C,
Equipment, Instrument and Certifi cate Requirements, and
Subpart D, Special Flight Operations.