133:
416:
609:
428:
248:
single-runway airports that do not have the option of a second runway pointed in an alternative direction. A common scenario is to have two runways arranged at or close to 90 degrees to one another, so that aircraft can always find a suitable runway. Almost all runways are reversible, and aircraft use whichever runway in whichever direction is best suited to the wind. In light and variable wind conditions, the direction of the runway in use might change several times during the day, or there may be a preferred “calm wind runway”, possibly because it’s longer.
551:
265:
257:
592:
36:
522:, where an aircraft flies a 360° loop either clockwise or anticlockwise. This is usually to allow greater separation with other traffic ahead in the pattern. This can be the result of a controller's instruction. If at the pilot's initiative, the pilot will report e.g. "(tail number or flight number) making one left-hand orbit, will advise complete".
985:
460:, aircraft at uncontrolled airports usually cross the airport at midfield at pattern altitude from the upwind side, turning onto the downwind leg. Although joining straight in downwind is also a possibility. At controlled airports, the tower typically directs aircraft to join the downwind leg, base leg, or straight into the final leg.
562:
In cases where two or more parallel runways are in operation concurrently, the aircraft operating on the outermost runways are required to perform their patterns in a direction which will not conflict with the other runways. Thus, one runway may be operating with a left-hand pattern direction and the
315:
is chosen to meet the wind at the nearest angle (with take-offs and landings upwind), the pattern orientation also depends on wind direction. Patterns are typically rectangular in basic shape, and include the runway along one long side of the rectangle. Each leg of the pattern has a particular name:
247:
Many airfields have runways facing a variety of directions. The purpose of this is to provide arriving aircraft with the best runway to land on according to the wind direction. Runway orientation is determined from historical data of the prevailing winds in the area. This is especially important for
657:
until the airport is prepared to permit the landing. Commercial aircraft on hold will generally fly slow, racetrack-shaped patterns which differ considerably from the airfield traffic pattern that will be commenced once the approval has been given to land. Although an aircraft in a holding pattern
628:
are arranged in pairs in conjunction with landing strip indicators and used to indicate the direction of turns when there is a variation from the normal left traffic pattern. If there is no segmented circle installed at the airport, traffic pattern indicators may be installed on or near the end of
583:
An aerodrome publishes a "circuit height" or "pattern altitude", that is, a nominal level above the field at which pilots are required (recommended in the US, FAA AC90-66A Para. 8c) to fly while in the circuit. Unless otherwise specified, the standard recommended pattern height is 1000 ft AGL
640:
pilots also prefer to land facing the wind and are often asked to fly a pattern on arrival or departure. Many airfields operate a special pattern for helicopters to take account of their low airspeed. This is usually a mirror image of the fixed-wing pattern, and often at a slightly lower standard
525:
To practice take off and landing, a pilot would often fly many patterns, one after another, from the same runway. Upon each landing, depending on the runway distance remaining, aircraft and pilot capabilities, noise abatement procedures in effect, and air traffic control clearance, the pilot will
616:
At airports without an operating control tower, a segmented circle visual indicator system, if installed, is designed to provide traffic pattern information. Usually located in a position affording maximum visibility to pilots in the air and on the ground and providing a centralized location for
566:
This allows aircraft to maintain maximum separation during their patterns, however it is important that the aircraft do not stray past the centerline of the runway when joining the final leg, so as to avoid potential collisions. If three or more parallel runways exist, as is the case at
641:
height above surface level; as noted above this altitude is usually 500 feet above ground level. However, due to helicopters' unique maneuverability, helicopter pilots often choose not to enter the pattern, and make a direct approach to the helipad or apron they wish to land on.
588:), although a pattern height of 800 ft AGL is common. Helicopters usually fly the pattern at 500 ft AGL. Extreme caution must be exercised by pilots while flying at or through published traffic pattern altitudes as this might contribute to mid-air collisions.
220:(VFR) may not be separated by air traffic control, so this consistent predictable pattern is a vital way to keep things orderly. At tower-controlled airports, air traffic control (ATC) may provide traffic advisories for VFR flights on a work-load permitting basis.
335:. A long level flight path parallel to but in the opposite direction of the landing runway. (Some consider it to have "sub-legs" of early, mid and late. Certainly a plane giving a position report of "mid-downwind" can be visually located easily.)
272:
Traffic patterns can be defined as left-hand or right-hand according to which way the turns in the pattern are performed. They are usually left-hand turns because most small airplanes are piloted from the left seat (or the senior pilot or
453:, aircraft usually join the pattern at a 45° angle to the downwind leg and abeam midfield. Although aircraft may legally join the pattern at any point, the AIM and AC 90-66B strongly recommend using a 45° entry at pattern altitude.
513:
In Canada, aircraft usually depart straight out along the runway heading until at circuit altitude, at which point they may turn as desired. At controlled airports, the tower typically gives instructions for what turn to make on
228:
Pilots prefer to take off and land facing into the wind. This has the effect of reducing the aircraft's speed over the ground (for a given airspeed), thus reducing the length of runway required to perform either maneuver.
367:. The climbing flight path along the extended runway centerline which begins at takeoff and continues to at least 1/2 mile beyond the runway's departure end and not less than 300 feet below the traffic pattern altitude.
509:
In the United States, aircraft usually depart the pattern either straight out along the runway heading, with a 45° turn in the direction of (or against) the crosswind leg, downwind, or with a 45° turn away from
398:
Aircraft are expected to join and leave the pattern, following the pattern already in use. Sometimes this will be at the discretion of the pilot, while at other times the pilot will be directed by
285:, for noise abatement, or because of ground features (such as terrain, towers, etc.). In the US, the non-standard (i.e. right-hand) patterns are noted in the Airport/Facilities Directory or on a
205:
airports avoid the system unless there is GA activity as well as commercial flights. However, some kind of a pattern may be used at airports in some cases such as when an aircraft is required to
501:). The aircraft flies at speed along the final leg, and makes a sharp, high-G turn above midfield to lose speed and arrive on the downwind leg at pattern altitude and in landing configuration.
349:. A descending flight path in the direction of landing along the extended runway centerline from the base leg to the runway. The last section of the final approach is sometimes referred to as
880:
193:. It differs from "straight-in approaches" and "direct climb-outs" in that an aircraft using a traffic pattern remains close to the airport. Patterns are usually employed at small
575:, then the middle runway(s) can, for obvious reasons, only be used when either a straight in approach is used or when the aircraft joins the pattern from a very wide base leg.
289:; in other countries they may be indicated in that nation's similar document, e.g. Canada Flight Supplement. Unless explicitly indicated otherwise, all traffic patterns at
132:
912:
942:
209:, but this kind of pattern at controlled airports may be very different in form, shape, and purpose to the standard traffic pattern as used at GA airports.
53:
216:. By using a consistent flight pattern, pilots will know from where to expect other air traffic and be able to see and avoid it. Pilots flying under
779:
884:
608:
415:
390:
often dispense with the crosswind and base legs, but rather fly these as circular arcs directly joining the upwind and downwind sections.
371:
The names of the legs are logical and based on the relative wind as seen looking down a runway facing into the wind. An aircraft flying
100:
744:
72:
538:(decelerate to a stop, then take-off from the remaining runway). In the U.S., when operating in a controlled airport a pilot can be
240:). In these instances, takeoffs are usually made downhill and landings uphill regardless of wind direction with the slope aiding in
119:
323:. A flight path parallel to and in the direction of the landing runway. It is offset from the runway and opposite the downwind leg.
79:
978:
938:
908:
818:
754:
740:
386:
While many airfields operate a completely standard pattern, in other cases it will be modified according to need. For example,
534:(stabilize in the landing roll, reconfigure the aircraft for take-off, and take-off without ever stopping the aircraft), or a
427:
57:
697:
617:
other elements of the system, the segmented circle consists of the following components: wind direction indicators such as
86:
1008:
345:
946:
305:
68:
612:
Untowered airports may install a segmented circle visual indicator system to indicate which traffic pattern to fly.
837:"Transport Canada Aeronautical Information Manual (TC AIM)- Rules of the Air and Air Traffic Services (RAC) 4.5.2"
550:
913:"Recommended Standards Traffic Patterns for Aeronautical Operations at Airports without Operating Control Towers"
625:
294:
861:"Transport Canada Aeronautical Information Manual (TC AIM)- Rules of the Air and Air Traffic Services (RAC) 4.3"
341:. A short descending flight path at right angles to the approach end extended centerline of the landing runway.
264:
786:
486:, aircraft usually join the pattern at a 45° angle to the downwind leg, in the beginning of the downwind leg.
758:
256:
46:
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Landing strip indicators are installed in pairs and are used to show the alignment of landing strips.
93:
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190:
585:
155:
750:
Aeronautical
Information Manual: Official Guide to Basic Flight Information and ATC Procedures
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387:
856:
832:
439:
The U.S. recommend entering a traffic pattern midfield when coming from the upwind leg side.
274:
194:
151:
141:
658:
may similarly circle the airport, ATC may designate a distant location in which to circle.
542:, allowing any of the landing options above, or a rejected landing, at pilot's discretion.
281:
has better visibility out the left window. Right-hand patterns will be set up for parallel
785:. Australian Government Civil Aviation Safety Authority (CASA). p. 23. Archived from
748:
654:
621:, landing direction indicators, landing strip indicators, and traffic pattern indicators.
286:
213:
591:
146:
780:"CAAP 166-1(1): Operations in the vicinity of non-towered (non-controlled) aerodromes"
1002:
989:
672:
596:
490:
476:
450:
312:
298:
468:
241:
329:. A short climbing flight path at right angles to the departure end of the runway.
599:. Note different pattern altitudes for heavy aircraft and ultralights/helicopters
308:
CFR 91.126 a. (2) requires helicopters to avoid the flow of fixed wing aircraft.
472:
445:
There are conventions for joining the pattern, used in different jurisdictions.
137:
35:
637:
558:
issued by the
Federal Aviation Administration in the United States of America.
244:
and deceleration. Another exception is at airports with mountains at one end.
17:
572:
206:
618:
237:
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An exception to this rule is at airports where the runway is on a severe
167:
489:
Fast aircraft, for example military jets, may enter the pattern with a
278:
198:
182:
175:
171:
483:
457:
293:
are to the left. The direction of the pattern may be indicated by a
282:
433:
Alternative
Midfield Entry, used only when the airfield is not busy.
607:
590:
549:
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landing (taxi to the runway beginning for subsequent take-off), a
263:
255:
233:
131:
988:
This article incorporates text from this source, which is in the
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other one will be operating with a right-hand pattern direction.
29:
505:
Similarly, there are conventions for departing the pattern.
464:
383:
heads in the direction of the wind just like blown smoke.
268:
Components of a traffic
Pattern. Fig. 4-3-1 from FAA AIM.
554:
Left and right hand traffic patterns as depicted in the
753:(Change 1 (26 August 2010) ed.). Washington, DC:
649:
If an aircraft intending to land must be delayed, the
178:
while maintaining visual contact with the airfield.
943:"Aeronautical Information Manual – Option Approach"
60:. Unsourced material may be challenged and removed.
745:"4-3-2.c Airports with an Operating Control Tower"
260:Standard traffic pattern. Fig. 4-3-2 from FAA AIM.
903:
901:
408:Entering a traffic pattern in the United States
8:
974:Pilot's Handbook of Aeronautical Knowledge
814:Pilot's Handbook of Aeronautical Knowledge
556:Pilot's Handbook of Aeronautical Knowledge
212:The use of a pattern at airfields is for
120:Learn how and when to remove this message
966:
964:
689:
518:There is also a procedure known as an
189:) is a standard path for coordinating
7:
727:"eCFR — Code of Federal Regulations"
58:adding citations to reliable sources
881:"CAA standard overhead join poster"
421:Preferred — Entry-Crossing Midfield
277:sits in the left seat), and so the
971:"Chapter 14: Airport Operations".
811:"Chapter 14: Airport Operations".
653:(ATC) may decide to place it in a
25:
983:
546:Contra-rotating circuit patterns
426:
414:
34:
979:Federal Aviation Administration
939:Federal Aviation Administration
909:Federal Aviation Administration
819:Federal Aviation Administration
755:Federal Aviation Administration
741:Federal Aviation Administration
705:Federal Aviation Administration
698:"Airport Design: Wind Analysis"
166:is a standard path followed by
45:needs additional citations for
379:heads across the wind, flying
1:
375:heads into the wind, flying
197:(GA) airfields and military
977:(FAA-H-8083-25C ed.).
821:. 2023-07-17. pp. 2–4.
817:(FAA-H-8083-25C ed.).
306:Code of Federal Regulations
236:, such as alpine airports (
1030:
626:Traffic pattern indicators
304:In the United States, the
69:"Airfield traffic pattern"
981:. 2023-07-17. p. 20.
394:Procedures in the pattern
295:traffic pattern indicator
164:airfield traffic pattern
597:Eilat Airfield (Israel)
613:
600:
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540:cleared for the option
477:standard overhead join
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159:
27:Standard aircraft path
668:Holding (aeronautics)
611:
594:
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267:
259:
154:, immediately before
135:
743:(11 February 2010).
678:Touch-and-go landing
291:non-towered airports
54:improve this article
1009:Air traffic control
707:. 30 September 2000
651:air traffic control
595:Traffic pattern of
400:air traffic control
297:in the aerodrome's
218:visual flight rules
917:FAA Journal System
614:
601:
586:above ground level
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388:military airfields
270:
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185:, the pattern (or
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604:Visual indicators
569:Bankstown Airport
526:perform either a
495:overhead maneuver
130:
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104:
16:(Redirected from
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945:. Archived from
941:(26 July 2012).
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275:pilot-in-command
195:general aviation
152:Heathrow Airport
142:Turkish Airlines
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761:on 12 July 2009
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911:(1993-08-26).
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859:(2007-04-12).
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835:(2007-04-12).
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18:Approach slope
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990:public domain
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949:on 2012-11-04
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887:on 2015-10-16
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451:United States
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357:Departure leg
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327:Crosswind leg
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201:. Many large
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110:December 2009
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71: –
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65:Find sources:
59:
55:
49:
48:
43:This article
41:
37:
32:
31:
19:
973:
951:. Retrieved
947:the original
933:
921:. Retrieved
916:
889:. Retrieved
885:the original
875:
864:. Retrieved
851:
840:. Retrieved
827:
813:
806:
794:. Retrieved
787:the original
774:
763:. Retrieved
759:the original
749:
735:
721:
709:. Retrieved
704:
692:
648:
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629:the runway.
623:
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532:touch-and-go
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493:(in the US,
469:South Africa
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333:Downwind leg
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311:Because the
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242:acceleration
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52:Please help
47:verification
44:
919:(AC 90-66A)
633:Helicopters
536:stop-and-go
473:New Zealand
351:short final
191:air traffic
147:short final
1003:Categories
953:8 November
923:2007-06-05
891:2008-10-29
866:2007-10-15
842:2007-10-15
765:2011-03-07
684:References
638:Helicopter
514:departure.
321:Upwind leg
203:controlled
172:taking off
80:newspapers
619:windsocks
579:Altitudes
573:Australia
528:full stop
510:downwind.
377:crosswind
365:Climb out
238:altiports
207:go around
796:11 April
662:See also
381:downwind
339:Base leg
199:airbases
168:aircraft
520:"orbit"
463:In the
449:In the
361:Initial
283:runways
187:circuit
183:airport
176:landing
156:landing
94:scholar
711:4 June
484:Europe
471:, and
458:Canada
373:upwind
252:Layout
181:At an
96:
89:
82:
75:
67:
790:(PDF)
783:(PDF)
701:(PDF)
363:, or
279:pilot
234:slope
170:when
101:JSTOR
87:books
955:2012
798:2013
713:2021
73:news
571:in
497:or
482:In
456:In
174:or
162:An
150:to
144:on
140:of
136:An
56:by
1005::
963:^
915:.
900:^
747:.
703:.
475:a
467:,
465:UK
402:.
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108:(
98:·
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50:.
20:)
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