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pattern after takeoff are described in Figure 10-1.
Departure leg—the fl ightpath which begins after takeoff
and continues straight ahead along the extended runway
centerline.
Crosswind leg—a fl ightpath at right angles to the landing
runway off its takeoff end.
Downwind leg—a fl ightpath parallel to the landing runway
in the opposite direction of landing.
Base leg—a fl ightpath at right angles to the landing runway
off its approach end and extending from the downwind leg
to the intersection of the extended runway centerline (third
left hand 90° turn).
Final approach—a fl ightpath in the direction of landing
along the extended runway centerline from the base leg to
the runway.
Upwind leg—a fl ightpath parallel to the landing runway in
the direction of landing (not shown in Figure 10-1).
The traffi c pattern altitude is usually 1,000 feet above the
elevation of the airport surface; however, many airports use
different pattern altitudes for different types of aircraft. This
information can be found in the Airport/Facility Directory
(A/FD). The use of a common or known altitude at a given
airport is a key factor in minimizing the risk of collisions at
airports without operating control towers because aircraft can
be expected to be at a certain level making it easier to see.
10-3
36
18
WIND
Downwind
Entry
Base Final
Crosswind
Departure
Left-Hand Traffic Pattern
36
18
WIND
Downwind
Entry
Final Base
Crosswind
Departure
Right-Hand Traffic Pattern
Figure 10-1. Left and right hand traffic patterns. The WSC pattern altitude shown is the same as the airplane but the slower WSC aircraft
uses a smaller “inside pattern” or “tight pattern.”
10-4
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.
10-5
Takeoff
　
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