Commercial pilot · ACS CA.III.B · Instructor lesson plan

Traffic Patterns

Student pack: Train: Traffic Patterns · Full lesson: Prepare guide

Instructors: sign in to edit and approve your own version.

1 · Objective

By the end of this lesson your student can explain traffic patterns in their own words, apply it in a realistic situation, and fly it to the ACS standard for CA.III.B.

Why it matters for safety: Most midair collisions happen near airports in good weather, and many stall-spin accidents happen in the pattern. A faster airplane makes both risks bigger: less time to see traffic and a wider, harder-to-judge pattern. A standard, well-spaced pattern flown with eyes outside keeps you predictable and in control.

2 · Assign before the lesson

Pre-work: the free Train pack, Traffic Patterns. Fly a predictable pattern at commercial speeds: the right entry, altitude and spacing, with wind correction and eyes outside.

Anyone can open this link, no account needed. To see who trained it on your roster, use a free instructor account.

Pack: pilotprep.pro/train/cpl/traffic-patterns · Full lesson: pilotprep.pro/prepare/cpl/traffic-patterns

3 · Teach sequence

Key points to land

Pattern turns are to the left unless the airport shows right traffic (markings, lights, Chart Supplement).(14 CFR 91.126; AC 90-66)
Recommended pattern altitude: 1,000 feet AGL for propeller-driven airplanes; large and turbine-powered airplanes not less than 1,500 feet AGL or 500 feet above the established pattern altitude, unless the Chart Supplement publishes otherwise.(AC 90-66, Non-Towered Airport Flight Operations)
Nontowered: enter on a 45° to the downwind at midfield, at pattern altitude, and self-announce on the CTAF.(AC 90-66, Non-Towered Airport Flight Operations)
Towered: establish two-way radio communication before entering Class D, and follow the tower's entry and sequence.(14 CFR 91.129)
Right of way: distress first; aircraft landing or on final; of two landing, the lower, which must not cut in front; converging at about the same altitude, the one on the right, but only between aircraft of the same category: a balloon over all, then gliders, then airships, then airplanes and rotorcraft, and an aircraft towing or refueling over other engine-driven aircraft. Head-on, both turn right; the overtaken aircraft has the right of way.(14 CFR 91.113(c)-(g))
In a faster complex airplane, slow down early and complete the before-landing checklist (GUMPS) on downwind so the pattern isn't rushed.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex Airplanes)
Checkride standard: pattern altitude ±100 feet and the appropriate airspeed ±10 knots, with proper spacing and wind correction.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.III.B.S5)

Towered and nontowered

Towered (Class D): call before entering with position, altitude and the ATIS code; the tower assigns entry, sequence and runway. Communication is established when the tower answers with your call sign, even "stand by"; "aircraft calling, stand by" isn't, so stay out.(14 CFR 91.129; AIM 3-2-5)
Nontowered: no one sequences traffic. Announce about 10 miles out, entering, and on each leg, and fit into the flow.(AC 90-66, Non-Towered Airport Flight Operations)
Left turns unless indicated otherwise. Read the airport: the segmented circle with its traffic pattern indicators (the L-shaped legs show the turn direction for each runway), the wind cone or tetrahedron, runway and taxiway markings, signs and lighting, and the hold-short markings and signs.(14 CFR 91.126; AC 90-66; AIM 2-3 (Airport Marking Aids and Signs))

Choosing and flying the pattern

Get wind and runway from ATIS, ASOS or AWOS early. Choose the runway most nearly into the wind unless another is in use, the published calm-wind or noise-abatement runway applies, or a heavier, faster airplane needs a longer one.(AIM, Chapter 4 (air traffic control: services, airport operations); AC 90-66, Non-Towered Airport Flight Operations)
Enter 45° to the downwind at midfield at pattern altitude. From the other side, the preferred way: cross midfield at least 500 feet above pattern altitude (2,000 AGL where large or turbine traffic uses 1,500), fly about 2 miles clear, descend to pattern altitude in level flight away from traffic, then come back to the 45° entry abeam midfield. A midfield crosswind entry at pattern altitude is only for a quiet pattern, and yields to 45° traffic; never descend into the pattern from above.(AC 90-66, Non-Towered Airport Flight Operations)
Slow to pattern speed before entering, and run the POH before-landing checklist on downwind, then GUMPS as the final memory cross-check (it doesn't replace the checklist). Hold pattern altitude until abeam the approach end of the runway before descending, and complete the turn to final at least ¼ mile out. Within 4 nm of a Class C or D primary airport, at or below 2,500 AGL, the limit is 200 knots.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex Airplanes; AC 90-66, Non-Towered Airport Flight Operations; 14 CFR 91.117)
Correct for wind on every leg to keep a rectangular ground track; adjust the base turn so you don't overshoot final.(Airplane Flying Handbook (FAA-H-8083-3C), Airport Traffic Patterns)
Staying in the pattern, turn crosswind beyond the departure end within 300 feet of pattern altitude. Leaving it, continue straight out or make a 45° turn (left in a left-hand pattern) beyond the departure end after reaching pattern altitude.(AC 90-66, Non-Towered Airport Flight Operations)

Right of way

An aircraft in distress has right of way over all others.(14 CFR 91.113)
Aircraft landing or on final have right of way; of two approaching to land, the lower one, which must not cut in front or overtake.(14 CFR 91.113)
Converging at about the same altitude: the aircraft on the right; head-on, both turn right; overtaking, pass well clear to the right.(14 CFR 91.113)

Collision risk and workload

Scan in short sections, look before every turn, and use landing lights in the pattern; most midairs are near airports in daylight.(AC 90-48, Pilots' Role in Collision Avoidance)
A faster airplane closes on slower traffic quickly: slow down, extend downwind, or leave and re-enter, or go around. A 360 is unexpected and breaks the sequence: at a towered airport never make one after you have a landing sequence without telling ATC first (unless ATC asks, or in an emergency), and never on final.(AC 90-66, Non-Towered Airport Flight Operations; AIM 4-3-5)
Prioritize flying and looking outside; do checklists early, in short pieces.(Risk Management Handbook (FAA-H-8083-2A))

Wind shear and wake turbulence

Wake vortices sink below the generating airplane's path and drift with the wind. Landing behind a larger airplane on the same runway: stay at or above its final approach path and land beyond its touchdown point. Landing behind one departing: land well before its rotation point. Departing behind one: rotate before its rotation point and climb above its path until clear. Wait at least 2 minutes after a larger airplane's low approach, missed approach or touch-and-go.(AIM, Chapter 7, Wake Turbulence)
Wind shear near the ground (thunderstorms, fronts, terrain) can drop airspeed suddenly: fly a stabilized approach, add speed for gusts per the POH, and go around early. Escape: maximum power, pitch to about 15° nose-up (or the flight director or stall-warning guidance), don't change gear or flaps until you're clear and climbing, and don't pitch down to chase airspeed.(AC 00-54, Pilot Windshear Guide; AIM 7-1)

Watch for in the airplane: Your instructor watches for a standard entry, clear position calls, speed managed early, the before-landing checklist on downwind, altitude and airspeed within tolerance, wind correction, and good spacing behind slower traffic.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

Recall · What are the recommended pattern altitudes for piston and for turbine airplanes?
A strong answer: 1,000 feet AGL for piston airplanes and 1,500 feet AGL for large and turbine airplanes, unless the airport publishes otherwise.
Understand · Why slow down and configure early in a faster airplane?
A strong answer: At higher speed the pattern gets wider and things happen faster; slowing and running the checklist on downwind keeps the pattern normal and leaves attention for traffic and the landing.
Apply · You're on downwind behind a slow trainer, closing fast. What do you do?
A strong answer: Slow to the slowest safe pattern speed, extend downwind as needed, announce it, and keep the trainer in sight; go around or leave the pattern and re-enter if spacing doesn't work.

Scenarios to talk through

Approaching a nontowered airport, you hear another airplane calling a long straight-in final as you're about to enter the downwind. What do you do?
Sound decision: Find it, announce where you are, and sequence yourself, extending downwind if needed so it lands first; keep looking, its position report may be off. A straight-in has no special priority over pattern traffic, and VFR straight-ins are discouraged.
On downwind in a retractable, the gear-down light doesn't illuminate after you select gear down. What do you do?
Sound decision: Leave the pattern, climb to a safe altitude in a quieter area, and troubleshoot with the POH emergency checklist (bulb, breaker, emergency extension). At a towered airport tell the tower and ask for a low flyby for a visual check; at a nontowered one announce your intentions on the CTAF. Don't land until you know the gear's state.
Short final, gusty winds, and the airspeed suddenly drops 15 knots as you sink. What do you do?
Sound decision: Wind shear: maximum power, pitch to about 15° nose-up or the stall-warning limit, leave gear and flaps where they are until clear and climbing, and don't pitch down to chase airspeed. Then go around.

5 · Common student errors

Entering the pattern too fast.
Why it matters: It widens the pattern, closes on traffic, and rushes the checklist.
How to correct it: Slow to pattern speed before entry.
Turning final with a tailwind on base without correcting.
Why it matters: You overshoot and are tempted to skid the turn: the base-to-final stall-spin setup.
How to correct it: Start base earlier with a tailwind, keep the bank moderate, go around if you overshoot.
Head-down in the pattern.
Why it matters: Checklists and radios hide the traffic you're most likely to hit.
How to correct it: Do checklists early and look out before every turn.

6 · Completion standard

Maintain traffic pattern altitude ±100 feet and the appropriate airspeed ±10 knots.
Correct for wind drift, maintain orientation with the runway, and keep proper spacing from other aircraft.
Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
They talk through the scenarios and reach a safe, legal decision, explaining why.
They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on CA.III.B: pilotprep.pro/exam?exam=CPL&focus=CA.III.B

7 · References

AC 90-66, Non-Towered Airport Flight Operations
Aeronautical Information Manual (AIM), Chapter 4 (airport operations) and Chapter 7 (wake turbulence)
14 CFR Part 91, 91.113, 91.126, 91.129
Airplane Flying Handbook (FAA-H-8083-3C), Airport traffic patterns; transition to complex airplanes
AC 90-48, Pilots' Role in Collision Avoidance
Commercial Pilot ACS (FAA-S-ACS-7B), Area III
Airman Certification Standards, task CA.III.B

PilotPrep instructor lesson plan, from the Traffic Patterns lesson (checked against current FAA sources 2026-11-13). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.