Private pilot · ACS PA.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 PA.III.B.

Why it matters for safety: Most midair collisions happen near airports, in good weather, often in the traffic pattern. A predictable pattern, flown where others expect you, with clear position calls and constant scanning, is what keeps airplanes from meeting there. The pattern is also where wake turbulence, wind shear and distraction catch pilots close to the ground.

2 · Assign before the lesson

Pre-work: the free Train pack, Traffic Patterns. Enter, fly and leave the pattern the way everyone expects, towered or not, with 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/ppl/traffic-patterns · Full lesson: pilotprep.pro/prepare/ppl/traffic-patterns

3 · Teach sequence

Key points to land

Pattern turns are to the left unless markings, lights or the Chart Supplement show right traffic.(14 CFR 91.126; AC 90-66)
Recommended pattern altitude: 1,000 feet AGL for propeller-driven airplanes, 1,500 feet AGL (or 500 above the established pattern) for large and turbine airplanes, unless the airport publishes another.(AC 90-66, Non-Towered Airport Flight Operations; AIM 4-3-3)
At a nontowered airport, the preferred entry is a 45° to the downwind at midfield, at pattern altitude. Announce your position on the CTAF.(AC 90-66, Non-Towered Airport Flight Operations)
At a towered airport, establish two-way radio communication before entering Class D, and follow the tower’s instructions for entry and sequence.(14 CFR 91.129)
Right of way: an aircraft landing or on final has it; of two landing, the lower one, which must not cut in front of the other; when converging at about the same altitude in the same category, the aircraft on the right.(14 CFR 91.113)
Avoid wake turbulence: land beyond a larger airplane’s touchdown point and take off before its rotation point.(AIM, Chapter 7, Wake Turbulence)
Checkride standard: pattern altitude ±100 feet and the appropriate airspeed ±10 knots, with proper spacing and wind correction.(Private Pilot ACS (FAA-S-ACS-6C), PA.III.B.S5)

Towered and nontowered

At a towered (Class D) airport, call before entering with your position, altitude and the ATIS code. The tower assigns the entry, sequence and runway; read them back.(14 CFR 91.129)
At a nontowered airport, there’s no one sequencing traffic. Self-announce on the CTAF (about 10 miles out, then entering and on each leg) and fit into the flow.(AC 90-66, Non-Towered Airport Flight Operations)
Unless the airport says otherwise, turns in the pattern are to the left. Look for the segmented circle and traffic pattern indicators, and check the Chart Supplement.(14 CFR 91.126; AC 90-66)
Read the airport as you arrive: the runways, taxiways, markings, signs and lighting; the segmented circle with its pattern indicators; and the wind cone, tetrahedron or tee for wind direction.(AIM 4-3-3; Private Pilot ACS (FAA-S-ACS-6C), PA.III.B.S1)

Choosing and flying the pattern

Get the wind and runway from ATIS, ASOS or AWOS before you arrive, and pick the runway most nearly into the wind unless a different runway is in use.(AIM, Chapter 4 (air traffic control: services, airport operations))
Enter on a 45° to the downwind at midfield, at pattern altitude (1,000 feet AGL for propeller airplanes unless published otherwise), established on the entry leg well before you join the downwind.(AC 90-66, Non-Towered Airport Flight Operations)
Arriving from the other side: cross midfield at least 500 feet above pattern altitude (typically 1,500 feet AGL; 2,000 feet AGL if large or turbine airplanes are using the airport), continue about 2 miles clear of the pattern, descend to pattern altitude outside it, then turn back and join the 45° entry to downwind (a teardrop). Never descend into the pattern.(AC 90-66, Non-Towered Airport Flight Operations)
When the pattern is not busy, AC 90-66 also allows crossing midfield at pattern altitude on a crosswind entry and turning directly onto downwind; give way to traffic already there.(AC 90-66, Non-Towered Airport Flight Operations)
Staying in the pattern: climb on the extended centerline past the departure end, and turn crosswind within 300 feet of pattern altitude.(AC 90-66, Non-Towered Airport Flight Operations)
Leaving the pattern: continue straight out, or exit with a 45° turn (left in a left-hand pattern) beyond the departure end after reaching pattern altitude. Don't turn toward the downwind through traffic entering it.(AC 90-66, Non-Towered Airport Flight Operations)
Correct for wind on every leg so the ground track stays rectangular: crab into the wind on downwind and crosswind, and adjust the base turn so you don’t overshoot final.(Airplane Flying Handbook (FAA-H-8083-3C), Airport Traffic Patterns)
The standard geometry: fly downwind about 1/2 to 1 mile from the runway; hold pattern altitude until at least abeam the approach end; turn base at about 45° from the approach end; and complete the turn to final at least 1/4 mile from the runway. Correct for drift at each of these points.(AIM 4-3-3; AC 90-66)
Turbine traffic flies the pattern higher, wider and faster, which is also why the midfield crossing is higher where they operate.(AC 90-66)

Who goes first

An aircraft in distress has right of way over all others.(14 CFR 91.113)
Aircraft on final or landing have right of way over aircraft in flight or on the surface. Of two aircraft approaching to land, the lower one has it, but must not take advantage of that to cut in front or overtake.(14 CFR 91.113)
Converging at about the same altitude, aircraft of the same category: the one on the right has right of way. Between categories: a balloon has it over all; a glider over an airship, powered parachute, weight-shift, airplane or rotorcraft; an airship over a powered parachute, weight-shift, airplane or rotorcraft. An aircraft towing or refueling another has it over all other engine-driven aircraft. Head-on, both turn right; an overtaking aircraft passes well clear to the right.(14 CFR 91.113(d)-(f))

Seeing and being seen

Most midair collisions happen near airports, in daylight and good visibility. Scan in short sections, look before each turn, and use landing lights in the pattern.(AC 90-48, Pilots' Role in Collision Avoidance)
High-wing airplanes hide traffic above in turns; low-wing airplanes hide traffic below. Lift a wing or look under it before turning.(AC 90-48, Pilots' Role in Collision Avoidance)
The pattern is busy: checklists, radio and landing all at once. Prioritize flying the airplane and looking outside; finish the before-landing checklist on downwind, not on final.(Risk Management Handbook (FAA-H-8083-2A))

Wake turbulence and wind shear

Wingtip vortices form whenever a wing makes lift, strongest from heavy, clean, slow airplanes. They sink below the flight path and drift with the wind.(AIM, Chapter 7, Wake Turbulence)
Behind a larger airplane landing, land beyond its touchdown point. Behind one taking off, lift off before its rotation point and climb above its path, or wait. A light quartering tailwind can hold vortices over the runway.(AIM, Chapter 7, Wake Turbulence)
Wind shear near the ground, from thunderstorms, fronts or terrain, can drop airspeed suddenly. Fly a stabilized approach, adding half the gust factor to your normal approach speed (wind 20 gusting 30: add 5 knots), without carrying extra speed into a long float, and go around early.(Airplane Flying Handbook (FAA-H-8083-3C))
By case: landing behind a larger airplane that is landing, stay at or above its path and land beyond its touchdown point; landing behind one that is departing, land well before its rotation point; departing behind one, lift off before its rotation point and climb above its path. After a larger airplane's low approach, missed approach or touch-and-go, wait at least 2 minutes before taking off or landing.(AIM 7-4-6)

Watch for in the airplane: Your instructor watches whether you enter the way the airport expects, make clear position calls, hold altitude and speed, correct for wind so the pattern stays square, keep your eyes outside, and adjust spacing when traffic is ahead.

4 · Ask your student

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

Recall · What is the recommended pattern altitude for a propeller airplane, and the preferred entry at a nontowered airport?
A strong answer: 1,000 feet AGL unless published otherwise, entering on a 45 to the downwind at midfield.
Understand · Why does flying a standard pattern matter at a nontowered airport?
A strong answer: Nobody is sequencing traffic, so everyone relies on others being where they expect. A standard pattern and position calls make you predictable and easy to see.
Apply · You’re on downwind and a jet lands ahead of you. How do you plan your landing?
A strong answer: Extend if needed for spacing, then stay above its approach path and land beyond its touchdown point to avoid its wake. If I’m not sure, go around or ask for more spacing.

Scenarios to talk through

Approaching a nontowered airport, you hear another airplane calling a 5-mile straight-in final while you’re about to enter the downwind. What do you do?
Sound decision: Find it and sequence yourself. Tell them on the CTAF where you are, extend downwind if needed so they land first, and keep looking: their position call may not be accurate.
On downwind with a strong wind blowing you toward the runway. What happens if you don’t correct, and what do you do?
Sound decision: You drift close to the runway, making the base leg short and the final turn steep: a stall and spin setup. Crab away from the runway on downwind to hold your track, and start base where you normally would.
Short final, a gust drops your airspeed by 15 knots and you start sinking. What do you do?
Sound decision: Add full power, lower the nose to protect airspeed and go around. Don’t try to save an unstable approach close to the ground.

5 · Common student errors

Entering on a long straight-in at a busy nontowered airport.
Why it matters: Others in the pattern don’t expect you and may turn final in front of you.
How to correct it: Use the 45 entry to downwind unless traffic and the airport allow otherwise, and announce clearly.
Turning final with a tailwind on base without correcting.
Why it matters: You overshoot the centerline and are tempted to steepen the turn with rudder: the classic base-to-final stall and spin.
How to correct it: Start base earlier with wind, keep the bank moderate, and 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 in short pieces, 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, keep orientation with the runway and 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 PA.III.B: pilotprep.pro/exam?exam=PPL&focus=PA.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
AC 90-48, Pilots' Role in Collision Avoidance
Private Pilot ACS (FAA-S-ACS-6C), Area III
Airman Certification Standards, task PA.III.B

PilotPrep instructor lesson plan, from the Traffic Patterns lesson (checked against current FAA sources 2026-11-12). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.