Traffic Pattern – PRCFI.com

An airport Traffic Pattern refers to the prescribed route that aircraft follow when taking off, flying in the vicinity of an airport, and landing. The Traffic Pattern is used to manage the flow of air traffic at an airport, ensuring safety and efficiency.

Established to separate aircraft, the Traffic Pattern provides for an orderly flow of air traffic around airports, and to keep aircraft away from noise sensitive areas. They are designed to ensure aircraft navigate in a uniform and safe manner in the vicinity of the airport during takeoff and landing operations. Traffic patterns also help pilots maintain a safe distance from other aircraft, standardize procedures for arriving and departing, and manage noise by directing aircraft over specific areas.

The specifics of any given traffic pattern, such as altitude and direction, can vary depending on the airport and local regulations. Information about an airport’s traffic pattern can be found in the Chart Supplement publications.

Traffic patterns are typically rectangular and include specific segments:

Upwind Leg: The flight path parallel to the landing runway in the direction of landing.
Crosswind Leg: The flight path at a right angle to the landing runway off its departure end.
Downwind Leg: The flight path parallel to the landing runway but in the opposite direction of landing.
Base Leg: The flight path at a right angle to the landing runway off its approach end.
Final Approach: The flight path in the direction of landing along the extended runway centerline.

Standard direction of turns in a traffic pattern are left turns (all turns made to the left).
- A non-standard traffic pattern is right traffic turns (all turns made to the right).

Traffic Pattern Altitude (TPA) for general aviation aircraft is 1000’ above ground level (AGL)

It is imperative that pilots understand traffic pattern procedures and exercise constant vigilance in the vicinity of airports when entering and exiting the traffic pattern.

Elements of the Traffic Pattern

1. Upwind

The upwind is the segment of the standard traffic pattern at an airport flown immediately after rotation and takeoff.

The upwind leg is the flight path segment that runs parallel to the runway in the direction of takeoff. It is typically the initial segment immediately after takeoff.

The upwind leg allows the aircraft to gain altitude and speed immediately after takeoff while maintaining alignment with the runway. This alignment helps the pilot stay oriented with the runway and provides a clear path in case of an emergency return to the runway.
During the upwind leg, the aircraft is usually climbing to the designated traffic pattern altitude, which provides separation from aircraft that are landing, departing, or flying in the pattern.
The upwind leg is flown in the same direction as the runway heading. For example, if the runway heading is 270 degrees, the upwind leg is flown on a heading of 270 degrees.
Pilots need to maintain awareness of their surroundings, including other aircraft that may be on final approach or departing. Communication with air traffic control or other aircraft in non-towered airports is essential to ensure safety.
After flying the upwind leg and reaching a safe altitude, the aircraft will typically make a 90-degree turn to enter the crosswind leg. The direction of this turn depends on whether the traffic pattern is left-hand or right-hand. In a left-hand traffic pattern, the turn is to the left; in a right-hand traffic pattern, the turn is to the right.

2. Crosswind

The crosswind leg is a part of the standard traffic pattern at an airport that refers to the flight path segment that is flown at a right angle (perpendicular) to the runway, typically after takeoff and before turning onto the downwind leg.

It occurs immediately after the aircraft takes off and climbs out along the upwind leg, which is aligned with the runway heading. Usually at 700′ AGL the aircraft then makes a 90° (or less if a crab angle is required to compensate for the cross wind) turn to the left or right (depending on the traffic pattern direction) to enter the crosswind leg.

The crosswind leg serves to position the aircraft away from the departure path and set it up for the downwind leg. This helps in separating departing aircraft from those arriving and establishes an orderly flow of traffic around the airport.
During the crosswind leg, the aircraft continues to climb to the pattern altitude if it has not already reached it during the upwind leg.
In a standard left-hand traffic pattern, the turn from the upwind leg to the crosswind leg is to the left. In a right-hand traffic pattern, the turn is to the right.
Pilots need to be vigilant for other aircraft in the pattern, as well as for any potential wind drift that could affect their track. Proper communication with air traffic control or other aircraft in non-towered airports is essential to maintain situational awareness and avoid conflicts.
After flying the crosswind leg for a brief period, the aircraft will make another 90-degree turn onto the downwind leg, parallel to the runway but in the opposite direction of the landing.

3. Downwind

The downwind leg is flown parallel to the runway but in the opposite direction of landing. It is typically positioned on the side of the runway where the turns in the traffic pattern are made.

The downwind leg allows the aircraft to prepare for the final approach and landing. It provides time for pilots to complete necessary checklists, communicate with air traffic control, and configure the aircraft for landing (e.g., adjusting flaps, speed, and descent rate).
The aircraft maintains the traffic pattern altitude while on the downwind leg, which is usually specified by the airport (commonly around 1,000 feet above ground level for general aviation airports).
In a standard left-hand traffic pattern, the downwind leg is flown parallel to the runway on the left side. In a right-hand traffic pattern, it is flown parallel to the runway on the right side.
The downwind leg is typically flown at a distance that allows for a smooth turn onto the base leg and final approach. This distance can vary depending on the type of aircraft and the specific airport procedures.
After flying the downwind leg, the pilot will make a 90-degree turn onto the base leg, followed by another 90-degree turn onto the final approach. These turns are coordinated to align the aircraft with the runway centerline for landing.
Pilots must maintain awareness of other aircraft in the pattern, especially those on the final approach or in other segments of the pattern. Proper spacing and communication are essential to avoid conflicts.
While on the downwind leg, pilots typically perform landing checks, which may include verifying landing gear position, setting flaps, adjusting speed, and confirming the runway and approach path are clear.

4. Base

The base leg is the flight path segment that is flown at a right angle to the runway, following the downwind leg. It is typically perpendicular to the runway and leads to the final approach.

The base leg transitions the aircraft from the downwind leg to the final approach. It positions the aircraft at the correct angle and distance from the runway to make a smooth turn onto the final approach for landing.
During the base leg, the aircraft begins its descent from the traffic pattern altitude to prepare for landing. The rate of descent is adjusted to ensure the aircraft is at the proper altitude when it turns onto the final approach.
The base leg is flown at a 90-degree angle to the runway heading. In a standard left-hand traffic pattern, the turn from the downwind leg to the base leg is to the left. In a right-hand traffic pattern, the turn is to the right.
The distance flown on the base leg is adjusted based on the aircraft’s speed, altitude, and the specific approach to the runway. The goal is to position the aircraft for a smooth turn onto the final approach, aligning it with the runway centerline.
After flying the base leg, the aircraft makes another 90-degree turn onto the final approach. This final turn aligns the aircraft with the runway, setting it up for landing.
Pilots must be vigilant for other aircraft in the pattern, particularly those on the final approach. Proper spacing and communication are crucial to avoid conflicts. Additionally, pilots need to manage the aircraft’s speed, descent rate, and configuration (e.g., flaps, landing gear) during the base leg.
While on the base leg, pilots typically make final adjustments to the aircraft’s configuration for landing, ensuring that all checklists are complete and that the aircraft is stable and properly aligned for the turn to the final approach.

5. Final

The final leg is the flight path segment that aligns the aircraft with the runway centerline for landing. It is flown directly toward the runway, following the base leg.

The final leg positions the aircraft for landing. During this segment, the aircraft is aligned with the runway and descends at a controlled rate to reach the runway threshold at the correct altitude and speed for a safe touchdown.
During the final leg, the aircraft continues its descent from the base leg altitude to the runway. The descent rate is carefully managed to ensure a stable approach and proper landing flare.
The final leg is flown in the same direction as the runway heading. For example, if landing on runway 29, the final leg is flown on a heading of 290 degrees.
The distance of the final leg can vary depending on the approach and the airport’s layout. The key objective is to establish a stable approach, maintaining the correct glide path and alignment with the runway centerline.
Pilots must be vigilant for other aircraft both before turning and on the final approach and to ensure proper spacing. Communication with air traffic control or other aircraft in non-towered airports is crucial. Pilots also need to monitor their speed, altitude, and descent rate to ensure a safe and stable approach.
During the final leg, pilots complete any remaining landing checklists, ensure that the aircraft is configured for landing (e.g., landing gear down, flaps set), and maintain a stable approach. They also monitor wind conditions and make any necessary adjustments to stay aligned with the runway.
The final leg culminates in the aircraft touching down on the runway. After touchdown, pilots may execute a touch and go etc or after the landing roll, decelerate the aircraft and exit the runway at a designated taxiway.

Towered vs Non-Towered Airports

Towered Airport
A towered airport has an operating control tower. Air traffic control (ATC) is responsible for providing the safe, orderly, and expeditious flow of air traffic at airports where the type of operations and/or volume of traffic requires such a service. Pilots operating from a towered airport are required to maintain two-way radio communication with ATC and to acknowledge and comply with their instructions.

Pilots must advise ATC if they cannot comply with the instructions issued and request amended instructions.

A pilot may deviate from an air traffic instruction in an emergency, but must advise ATC of the deviation as soon as possible.

Nontowered Airport
A nontowered airport does not have an operating control tower. Two-way radio communications are not required, although it is a good operating practice for pilots to transmit their intentions on the specified frequency for the benefit of other traffic in the area.

The key to communicating at an airport without an operating control tower is selection of the correct Common Traffic Advisory Frequency (CTAF) frequency.

The acronym CTAF, which stands for Common Traffic Advisory Frequency, is synonymous with flying at non-towered airports.

A CTAF is a frequency designated for the purpose of carrying out airport advisory practices while operating to or from an airport without an operating control tower.

The CTAF may be a Universal Integrated Community (UNICOM), MULTICOM, Flight Service Station (FSS), or tower frequency and is identified in appropriate aeronautical publications.

UNICOM is a nongovernment air/ground radio communication station that may provide airport information at public use airports where there is no tower or FSS. On pilot request, UNICOM stations may provide pilots with weather information, wind direction, the recommended runway, or
other necessary information. If the UNICOM frequency is designated as the CTAF, it is identified in appropriate aeronautical publications.
Nontowered airport traffic patterns are always entered at pattern altitude. How you enter the pattern depends upon the direction of arrival.

The preferred method for entering from the downwind side of the pattern is to approach the pattern on a course 45 degrees to the downwind leg and join the pattern at midfield.

Information regarding the procedures for a specific airport can be found in the Chart Supplements.

Additional information on airport operations and traffic patterns can be found in the Aeronautical Information Manual (AIM).