Commercial pilot · ACS CA.III.B
Traffic Patterns
The traffic pattern is shared choreography. At commercial speeds, flying it predictably takes planning: slowing early, configuring on schedule and keeping spacing with slower traffic.
Why this one matters
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.
Can’t miss
- •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)
What you should know
Towered and nontowered K1
- 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 K2 · K4
- 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 K3
- 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 R1 · R2
- 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 R3
- 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)
On the flight
ACS standards
- Maintain traffic pattern altitude ±100 feet and the appropriate airspeed ±10 knots.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.III.B.S5)
- Correct for wind drift, maintain orientation with the runway, and keep proper spacing from other aircraft.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.III.B.S3-S4, S6)
What your instructor is watching for
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.
Scenarios
Decide what you would do first, then see the worked answer.
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? See the worked answer
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.
AC 90-66, Non-Towered Airport Flight Operations
On downwind in a retractable, the gear-down light doesn't illuminate after you select gear down.
What do you do? See the worked answer
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.
Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex Airplanes; Commercial Pilot ACS (FAA-S-ACS-7B), CA.III.B.R2
Short final, gusty winds, and the airspeed suddenly drops 15 knots as you sink.
What do you do? See the worked answer
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.
AC 00-54, Pilot Windshear Guide
Common mistakes
Entering the pattern too fast.
It widens the pattern, closes on traffic, and rushes the checklist.
Instead: Slow to pattern speed before entry.
Turning final with a tailwind on base without correcting.
You overshoot and are tempted to skid the turn: the base-to-final stall-spin setup.
Instead: Start base earlier with a tailwind, keep the bank moderate, go around if you overshoot.
Head-down in the pattern.
Checklists and radios hide the traffic you're most likely to hit.
Instead: Do checklists early and look out before every turn.
Now train it
Say it out loud, hear it asked, and take the quick check in this lesson’s practice pack. It tracks your shaky spots.
Got it?
When it feels solid, practice traffic patterns out loud with our examiner.
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Teaching this? The instructor lesson plan →
Sources
- 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
Study aid, not FAA guidance. Regulations change; check the current text at eCFR and the ACS. Checked against current sources 2026-11-13.