Procedures in the pattern

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 air traffic control.
There are conventions for joining the pattern, used in different jurisdictions.
In the United States, aircraft usually join the pattern at a !" angle to the
downwind leg and abeam midfield. They may also join straight in along the final
leg, if there is no conflict with other traffic.
#$%
In &anada, aircraft at uncontrolled airports usually cross the airport at midfield at
pattern altitude from the upwind side, turning onto the downwind leg.
#'%
At
controlled airports, the tower typically directs aircraft to join the downwind leg,
base leg, or straight in to the final leg.
#%
In the U( and South Africa, a Standard )verhead *oin is recommended.
#!%
In +urope, aircraft usually join the pattern at a !" angle to the downwind leg, in
the beginning of the downwind leg.
#citation needed%
,ast aircraft, for example military jets, may enter the pattern with a run-and-
brea.. The aircraft flies at speed along the final leg, and ma.es a sharp, high-/
turn above midfield to lose speed and arrive on the downwind leg at pattern
altitude and in landing configuation.
Similarly, there are conventions for departing the pattern.
In the United States, aircraft usually depart the pattern either straight out along the
runway heading, or with a !" turn in the direction of the crosswind leg.
#$%
In &anada, 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 ma.e on departure.
#citation needed%
There is also a procedure .nown as an 0orbit0, where an aircraft flies a '12" loop either
cloc.wise or anticloc.wise. This is usually to allow greater separation with other traffic
ahead in the pattern. This can be the result of a controller3s instruction. If at the pilot3s
initiative, the pilot will report e.g. 04tail I5 number or flight number6 ma.ing one left-
hand orbit, will advise complete0.
Contra-rotating circuit patterns
In cases where two or more parallel runways are in operation concurrently, the aircraft
operating on the outermost runways are re7uired 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 other one will be operating with a right-hand pattern
direction. 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 8an.stown Airport in Australia, then the middle
runway4s6 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.
Altitudes
An airfield will define a circuit height or pattern altitude, that is, a nominal level above
the field at which pilots are re7uired to fly while in the circuit. Unless otherwise
specified, the standard pattern height is 9222 ft A/: 4above ground level6, although a
pattern height of ;22 feet above ground level is relatively common. <elicopters usually
fly their pattern at !22 feet above ground level. +xtreme caution is exercised by pilots
flying the published traffic pattern altitude as this may contribute to mid air collisions.
Benefits
The use of a pattern at airfields is for air safety. =ather than have aircraft flying around
the field in a hapha>ard fashion, by using a pattern pilots will .now from where to expect
other air traffic, and be able to see it and avoid it. /A pilots flying under ?isual ,light
=ules 4?,=6 will not be separated by air traffic control, and so the pattern is a vital way
to .eep things orderly. Although, at tower-controlled airports, AT& will provide traffic
advisories for ?,= flights on a wor.-load permitting basis.
A pilot undergoing training will often fly many patterns, one after another. Usually, each
landing is followed immediately by a ta.e off and further pattern@ this is called a touch
and go, or roller.
Aerodrome Traffic Circuit (NEW)
OBJECT!E"#
Understand how an aerodrome circuit is flown and controlled
To learn the 0ups0 and 0downs0 in visual circuits
What is an aerodrome traffic circuit$
An aerodrome traffic circuit is a special pattern. It is used by ?,= traffic to fly to and
away from the runway in use at an airfield.
Aormally this pattern has a rectangular shape. Its details are published on a ?isual
Approach &hart 4?A&6 of the aerodrome.
Standard this pattern uses left hand turns.
&hec. the local procedures for possible exceptions.
+xample of a left hand circuitB
The aerodrome traffic circuit begins and ends over the runway and is generally flown
between !22 and 9,!22 feet above the airport elevation. The recommended circuit altitude
for piston engine aircraft is 9222ft, for turboprops and jets 9!22ft is recommended.
Always chec. local regulations for specific circuit altitude restrictions.
At controlled aerodromes 4with AT&6 the controllers instruct the pilots when, where and
how to enter the aerodrome traffic circuit.
At uncontrolled aerodromes 4outside controlled airspace or at controlled aerodromes
where no AT& is online 4I?A)66, the ?,= pilots are responsible themselves for
complying with the local aerodrome traffic circuit rules and to maintain their own
separation.
Standard procedures are used for entering and exiting the aerodrome traffic circuit.
The right-of-way rules apply both inside and outside the aerodrome traffic circuit. The
speed of the aircraft determines the si>e of the traffic circuit. ,aster aircraft fly a larger
circuit than the slower ones. To stay behind slower aircraft in the circuit, faster aircraft
may need to slow down or extend their downwind leg slightly.
"tandard aerodrome traffic circuit
In a standard aerodrome traffic circuit all turns are made to the left.
Aote that non-standard circuits are used with all turns to the right. Still the basics are the
same.
%PWN&
The upwind leg begins at the point where the airplane leaves the ground. It continues
climbing straight ahead to gain the sufficient altitude before the C2-degree left turn is
made to the crosswind leg.
C'O""WN&
The crosswind leg is a flight path at a C2" angle to the ta.eoff direction. After ma.ing a
left turn from the upwind leg one enters the crosswind leg. This turn is made at a safe
height, while the climb is continued towards the indicated or cleared circuit altitude.
&OWNWN&
The downwind leg is a flight path parallel to the landing runway in the opposite of the
landing direction with the runway at the left side of the aircraft.
Dilots EUST =+D)=T flying 05)FAFIA50 unless instructed to report elsewhere by
AT&.
BA"E
The base leg is a flight path at a C2" angle to the landing runway direction and connects
the downwind leg to the final approach leg.
(NA)
The final approach leg is a flight path in the direction of landing from the base leg to the
runway.
Dilots EUST =+D)=T flying 0,IAA:0 unless landing clearance has already been
received from AT&.
'ighthand aerodrome traffic circuit
Some situations such as terrain, noise-sensitive area3s, ... re7uire all turns in the
aerodrome traffic circuit to be made to the right. This is then called a righthand
aerodrome traffic circuit.
It is not unusual to find a runway served by a standard 4left6 pattern when used in the one
direction and by a righthand pattern in the opposite direction. Thus always on the same
side of the aerodrome.
%PWN&
The upwind leg begins at the point where the airplane leaves the ground. It continues
climbing straight ahead to gain the sufficient altitude as for the standard circuit, but this
time the C2-degree turn is made to the right to join the righthand crosswind leg.
'*+T+AN& C'O""WN&
The crosswind leg is a flight path at a C2" angle to the ta.eoff direction. After ma.ing
a right turn from the upwind leg one enters the righthand crosswind leg. This turn is made
at a safe height, while the climb is continued towards the indicated or cleared circuit
altitude.
The aircraft has made a C2" right turn at a safe height, continuing it3s climb.
'*+T+AN& &OWNWN&
The downwind leg is a flight path parallel to the landing runway in the opposite of the
landing direction with the runway at the righthand side of the aircraft.
Dilots EUST =+D)=T flying 0=I/<T<AA5 5)FAFIA50 unless instructed to report
elsewhere by AT&.
'*+T+AN& BA"E
The base leg is a flight path at a C2" angle to the landing runway direction and connects
the righthand downwind leg to the final approach leg.
(NA)
The final approach leg is a flight path in the direction of landing from the base leg to the
runway.
Dilots EUST =+D)=T flying on 0,IAA:0 unless landing clearance has already been
received from AT&.
Joining the aerodrome traffic circuit
.
In red, the different legs of a standard visual circuit 4or pattern6 around the airfield
4always standard left turns, unless otherwise specified or instructed6 B
9 G Upwind leg, just after ta.e-off, climb !22ft on runway heading
$ G &rosswind leg, C2" left turn, continue climb to circuit height.
' G 5ownwind leg, C2" left turn parallel to runway, but heading opposite to runway
heading, circuit height, usually at 9222 ft A/:.
G 8ase leg, C2" left turn again and start of initial descent
! G ,inal turn, from base leg to final leg and further descent to touch down.
1 G ,inal leg, on runway heading, to land or for touch and go.
H G :ong final, in case of extended downwind or staight in 4say between ! and ; AE
inbound at 9222 ft A/:6.
An aircraft ta.ing off from this airfield for a local ?,= training will report standard at
points , and -, unless otherwise re7uested by AT&.
A right-handed pattern can be published too 4red dash-line here6 and is exactly mirrored.
In blue, some visual entry points into the control >one 4&T=6, normally the TF= area of
responsibility. Usually, these points are named according to their geographical position
from the airfield.
Thus we have here B
A+ G the north-east entry point, from where aircraft will join the 4left-hand6 downwind
leg here.
AF G the north-west entry point, from where they could join the left-hand base leg, if so
allowed by AT&. )therwise standard downwind
SF G the south-west entry point, from where they could join the final leg, if so allowed
by AT&. )therwise standard downwind
S G the south entry point, from where they could join the right-hand base leg, if so
allowed by AT&, otherwise standard joining a right-hand downwind.
S+ G the south-east entry point, from where they will join the right-hand downwind
4if for any reason, right-hand patterns are not available, the pilot will have to join the
standardIpublished left-hand downwind6.
Note: Since left-hand circuit is standard, the words "left hand" will normally not be used.
To differentiate with the non-standard right-hand circuit, always the words "right-hand"
will be used when proceeding in a right-hand visual circuit.
Aote that this is an example to help you understand what a visual circuit loo.s li.e. At
different airfields one may find different configurations.
,or more information on ?,= procedures, please see the chapter about ?,= flight and
,light =ules.