Airplane Flying Handbook (FAA-H-8083-3C)
Chapter 8: Airport Traffic Patterns
Introduction
Airport traffic patterns ensure that air traffic moves into and out of an airport safely. The direction and placement of the pattern, the
altitude at which it is to be flown, and the procedures for entering and exiting the pattern may depend on local conditions. Information
regarding the procedures for a specific airport can be found in the Chart Supplements. General information on airport operat ions and
traffic patterns can also be found in the Aeronautical Information Manual (AIM).
Airport Traffic Patterns and Operations
Just as roads and streets are essential for operating automobiles, airports or airstrips are essential for operating airplanes. Since flight
begins and ends at an airport or other suitable landing field, pilots need to learn the traffic rules, traffic procedures, and traffic pattern
layouts in use at various airports.
When an automobile is driven on congested city streets, it can be brought to a stop to give way to conflicting traffic. Airplane pilots
do not have that option. Consequently, traffic patterns and traffic control procedures exist to minimize conflicts during takeoffs,
departures, arrivals, and landings. The exact nature of each airport traffic pattern is dependent on the runway in use, wind conditions
(which determine the runway in use), obstructions, and other factors.
Airports vary in complexity from small grass or sod strips to major terminals with paved runways and taxiways. Regardless of the
type of airport, a pilot should know and abide by the applicable rules and operating procedures. In addition to checking the traffic
pattern and operating procedures for airports of intended use in the Chart Supplements, pilots should know how to interpret any
airport visual markings and signs that may be encountered. In total, the information provided to the pilot keeps air traffic moving with
maximum safety and efficiency. However, the use of any traffic pattern, service, or procedure does not diminish the pilot’s
responsibility to see and avoid other aircraft from ramp-out to ramp-in.
When operating at an airport with an operating control tower, the pilot receives a clearance to approach or depart, as well as pertinent
information about the traffic pattern by radio. The tower operator can instruct pilots to enter the traffic pattern at any p oint or to make
a straight-in approach without 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 airplanes will frequently fly wider and/or higher
patterns than lighter airplanes, and will sometimes make a straight-in approach for landing.
A pilot is not expected to have extensive knowledge of all traffic patterns at all airports, but if the pilot is familiar with the basic
rectangular pattern, it is easy to make proper approaches and departures from most airports, regardless of whether or not th ey have
control towers. However, if there is not a control tower, it is the pilot’s responsibility to determine the direction of the traffic pattern,
to comply with appropriate traffic rules, and to display common courtesy toward other pilots operating in the area. When ope rating at
airports without a control tower, the pilot may not see all traffic. Therefore, the pilot should develop the habit of continued scanning
even when air traffic appears light or nil. Adherence to the basic rectangular traffic pattern reduces the possibility of conflicts and
reduces the probability of a midair collision.
Standard Airport Traffic Patterns
An airport traffic pattern includes the direction and altitude of the pattern and procedures for entering and leaving the pattern. Unless
the airport displays approved visual markings indicating that turns should be made to the right, the pilot should make all turns in the
pattern to the left.
Figure 8-1 shows a standard rectangular traffic pattern. The traffic pattern altitude is usually 1,000 feet above the elevation of the
airport surface. The use of a common altitude at a given airport is the key factor in minimizing the risk of collisions at airports
without operating control towers.
Aircraft speeds are restrained by 14 CFR part 91, section 91.117. When operating in the traffic pattern at most airports with an
operating control tower, aircraft typically fly at airspeeds no greater than 200 knots (230 miles per hour (mph)). Sensible practice
suggests flying at or below these speeds when operating in the traffic pattern of an airport without an operating control tower. In any
case, the pilot should adjust the airspeed, when necessary, so that it is compatible with the airspeed of other aircraft in the traffic
pattern.
Figure 8-1. Traffic Patterns
When entering the traffic pattern at an airport without an operating control tower, inbound pilots are expected to observe other
aircraft already in the pattern and to conform to the traffic pattern in use. The pilot should enter the traffic pattern at a point well clear
of any other observed aircraft. If there are no other aircraft observed, the pilot should check traffic indicators and wind indicators on
the ground to determine which runway and traffic pattern direction to use. [Figure 8-2] Many airports have L-shaped traffic pattern
indicators displayed with a segmented circle adjacent to the runway. The short member of the L shows the direction in which traffic
pattern turns are made when using the runway parallel to the long member. The pilot should check the indicators from a distance or
altitude well above the traffic pattern in case any other aircraft are in the traffic pattern.
Figure 8-2. Traffic pattern indicators.
Consider the following points when arriving at an airport for landing:
⦁ The pilot should be aware of the appropriate traffic pattern altitude before entering the pattern and remain
clear of the traffic flow until established on the entry leg.
⦁ The traffic pattern is normally entered at a 45° angle to the downwind leg, headed toward a point abeam the
midpoint of the runway to be used for landing.
⦁ The pilot should ensure that the entry leg is of sufficient length to provide a clear view of the entire traffic
attern and to allow adequate time for planning the intended path in the pattern and the landing approach.
⦁ Entries into traffic patterns while descending create specific collision hazards and should be avoided.
The downwind leg is a course flown parallel to the landing runway, but in a direction opposite to the intended landing direction. This
leg is flown approximately 1/2 to 1 mile out from the landing runway and at the specified traffic pattern altitude. When flying on the
downwind leg, the pilot should complete all before-landing checks and extend the landing gear if the airplane is equipped with
retractable landing gear. Pattern altitude is maintained until at least abeam the approach end of the landing runway. At this point, the
pilot should reduce power and begin a descent. The pilot should continue the downwind leg past a point abeam the approach end of
the runway to a point approximately 45° from the approach end of the runway, and make a medium-bank turn onto the base leg. Pilots
should consider tailwinds and not descend too much on the downwind in order to have sufficient altitude to continue the descent on
the base leg.
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, the pilot should establish the base leg at a sufficient distance from the approach end of the landing runway to permit a
gradual descent to the intended touchdown point. While on the base leg, the ground track of the airplane is perpendicular to the
extended centerline of the landing runway, although the longitudinal axis of the airplane may not be aligned with the ground track if
turned into the wind to counteract drift.
While on the base leg and before turning onto the final approach, the pilot should ensure that there is no close proximity to another
aircraft already established on final approach. 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. However, 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. If the turn to final would create a collision hazard, a go-around or
avoidance maneuver is in order. A pilot trying to overtake another aircraft might be tempted to make an overly steep turn to final. If
rushing the turn to increase the distance from another aircraft, there is good reason to abandon the approach and go around.
The final approach leg is a descending flightpath starting from the completion of the base- to-final turn and extending to the point of
touchdown. This is probably the most important leg of the entire pattern, because of the sound judgment and precision needed to
accurately control the airspeed and descent angle while approaching the intended touchdown point.
The pilot on final approach focuses on making a safe approach. If there is traffic on the runway, there should be sufficient time for
that traffic to clear. If it appears that there may be a conflict, an early go-around may be in order. A pilot may go around and inform
the controller. This is also a good time to verify the correct landing surface and avoid lining up with the wrong runway, an airport
road, or a taxiway.
The upwind leg is a course flown parallel to the landing runway in the same direction as landing traffic. The upwind leg is flown at
controlled airports and after go-arounds. When necessary, the upwind leg is the part of the traffic pattern in which the pilot will
transition from the final approach to the climb altitude to initiate a go-around. When a safe altitude is attained, the pilot should
commence a shallow-bank turn to the upwind side of the airport. This allows better visibility 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 airplane leaves the ground and continues until the pilot begins the 90° turn onto the crosswind leg.
On the departure leg after takeoff, the pilot should continue climbing straight ahead and, if remaining in the traffic pattern, commence
a turn to the crosswind leg beyond the departure end of the runway within 300 feet of the traffic pattern altitude. If departing the
traffic pattern, the pilot should continue straight out or exit with a 45° turn (to the left when in a left-hand traffic pattern or to the right
when in a right-hand traffic pattern) beyond the departure end of the runway after reaching the traffic pattern altitude.
The crosswind leg is the part of the rectangular pattern that is horizontally perpendicular to the extended centerline of the takeoff
runway. The pilot should enter the crosswind leg by making approximately a 90° turn from the upwind leg. The pilot should continue
on the crosswind leg, to the downwind leg position.
If the takeoff is made into the wind, the wind will now be approximately perpendicular to the airplane’s flightpath. As a res ult, the
pilot should turn or head the airplane slightly into the wind while on the crosswind leg to maintain a ground track that is perpendicular
to the runway centerline extension.
Non-Towered Airports
Non-towered airports traffic patterns are always entered at pattern altitude. How a pilot enters the pattern depends upon the direction
of arrival. The preferred method for entering from the downwind leg side of the pattern is to approach the pattern on a course 45° to
the downwind leg and join the pattern at midfield.
There are several ways to enter the pattern if the arrival occurs on the upwind leg side of the airport. One method of entry from the
opposite side of the pattern is to announce intentions and cross over midfield at least 500 feet above pattern altitude (normally 1,500
feet AGL). However, if large or turbine aircraft operate at the airport, it is best to remain 2,000 feet AGL so as not to conflict with
their traffic pattern. When well clear of the pattern —approximately 2 miles —the pilot should scan carefully for traffic, descend to
pattern altitude, then turn right to enter at 45 ° to the downwind leg at midfield. [Figure 8-3A] An alternate method is to enter on a
midfield crosswind at pattern altitude, carefully scan for traffic, announce intentions, and then turn downwind. [Figure 8-3B] This
technique should not be used if the pattern is busy.