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.

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.

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 pattern 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 result, 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.