Editing Airfield traffic pattern (section)

==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]].

{{Multiple image
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| header            = Entering a traffic pattern in the United States
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| image1            = Entering traffic pattern - Preferred Entry-Crossing Midfield.png
| caption1          = Preferred — Entry-Crossing Midfield
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| image2            = Entering traffic pattern - Alternate Midfield Entry.png
| caption2          = Alternative Midfield Entry, used only when the airfield is not busy.
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| footer            = The U.S. recommend entering a traffic pattern midfield when coming from the upwind leg side.<ref>{{Cite PHAK|year=2023|chapter=14|pages=2–4}}</ref>
}}
There are conventions for joining the pattern, used in different jurisdictions.
* In the [[United States]], 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.
* In [[Canada]], 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.<ref>{{cite web
  | author = Transport Canada
  | author-link = Transport Canada
  | title = Transport Canada Aeronautical Information Manual (TC AIM)- Rules of the Air and Air Traffic Services (RAC) 4.5.2
  | date = 2007-04-12
  | url = http://www.tc.gc.ca/CivilAviation/publications/tp14371/rac/4-0.htm#4-5-2
  | access-date = 2007-10-15 }}</ref>  At controlled airports, the tower typically directs aircraft to join the downwind leg, base leg, or straight into the final leg.<ref>{{cite web
  | author = Transport Canada
  | author-link = Transport Canada
  | title = Transport Canada Aeronautical Information Manual (TC AIM)- Rules of the Air and Air Traffic Services (RAC) 4.3
  | date = 2007-04-12
  | url = http://www.tc.gc.ca/CivilAviation/publications/tp14371/rac/4-0.htm#4-3
  | access-date = 2007-10-15 }}</ref>
* In the [[UK]], [[South Africa]], and [[New Zealand]] a [[overhead join|standard overhead join]] is recommended.<ref>{{Cite web |url=http://www.caa.co.uk/application.aspx?catid=33&pagetype=65&appid=11&mode=detail&id=2166 |title=CAA standard overhead join poster |access-date=2008-10-29 |archive-date=2015-10-16 |archive-url=https://web.archive.org/web/20151016094150/http://www.caa.co.uk/application.aspx?catid=33&pagetype=65&appid=11&mode=detail&id=2166 |url-status=dead }}</ref>
* In [[Europe]], aircraft usually join the pattern at a 45° angle to the downwind leg, in the beginning of the downwind leg.{{Citation needed|date=June 2007}}
* Fast aircraft, for example military jets, may enter the pattern with a [[run-and-break]] (in the US, '''overhead maneuver''' or '''overhead break'''). 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.

Similarly, there are conventions for departing the pattern.
* 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 downwind.<ref name="FAA AC 90-66A">{{Cite journal|author=Federal Aviation Administration|author-link=Federal Aviation Administration|date=1993-08-26|title=Recommended Standards Traffic Patterns for Aeronautical Operations at Airports without Operating Control Towers|url=http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/74C9017C9457E4AB862569D800780551?OpenDocument|journal=FAA Journal System|issue=AC 90-66A|access-date=2007-06-05}}.</ref>
* 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 departure.{{Citation needed|date=June 2007}}

There is also a procedure known as an <span id="orbit">"orbit"</span>, 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".

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 perform either a ''full stop'' landing (taxi to the runway beginning for subsequent take-off), a ''touch-and-go'' (stabilize in the landing roll, reconfigure the aircraft for take-off, and take-off without ever stopping the aircraft), or a ''stop-and-go'' (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 '''cleared for the option''', allowing any of the landing options above, or a rejected landing, at pilot's discretion.<ref name="USAIM4322">{{cite web|url = http://www.faa.gov/air_traffic/publications/ATpubs/AIM/aim0403.html#aim0403.html.23|title = Aeronautical Information Manual – Option Approach|access-date = 8 November 2012|last = Federal Aviation Administration|author-link = Federal Aviation Administration|date = 26 July 2012|archive-url = https://web.archive.org/web/20121104154734/http://www.faa.gov/air_traffic/publications/ATpubs/AIM/aim0403.html#aim0403.html.23|archive-date = 2012-11-04|url-status = dead}}</ref>