As discussed earlier, all patterns are left hand unless indicated  otherwise. Sectional aeronautical charts list a right hand  pattern along with the airport information as shown in  Figure 10-6.  The segmented circle of  Figure 10-5  and the  airport shown in  Figure 10-6  both clearly show the patterns  for this airport. A segmented circle in  Figure 10-7  provides traffi c patterns  so there is no air traffic over the lower right hand area, which  could be a hazard or populated area.  Inbound to an uncontrolled airport, the CTAF frequency  should be monitored to listen for other aircraft in the pattern  to find out what is the active runway being used by other air  traffi c.  [Figure 10-8]  When approaching an airport for landing, the traffi c pattern  should be entered at a 45° angle to the downwind leg, headed  toward a point abeam of the midpoint of the runway to be  used for landing as shown in  Figures 10-1  and  10-7.  Arriving  aircraft should be at the proper traffic pattern altitude before  entering the pattern and should stay clear of the traffi c  flow until established on the entry leg. Entries into traffi c  patterns while descending create specifi c collision hazards  and should always be avoided. During the WSC 45° entry  into the pattern, the WSC aircraft must pass through the  larger airplane pattern, so it is essential that alert see-and- avoid procedures plus additional radio communications be  practiced during this transition. The entry leg should be of sufficient length to provide a  clear view of the entire traffic pattern and to allow the pilot  adequate time for planning the intended path in the pattern  and the landing approach. The downwind leg is a course flown parallel to the landing  runway but in a direction opposite to the intended landing  direction. This leg for the slower WSC aircraft should be  approximately ¼ to ½ mile out from the landing runway,  and at the specifi ed traffic pattern altitude unless the airport  specifi cally specifies a lower altitude for WSC aircraft.  [Figure 10-9]  The faster airplanes would be ½ to 1 mile  out from the landing runway. During this leg, the before  landing check should be completed. Pattern altitude should  be maintained until abeam the approach end of the landing  runway. At this point, power should be reduced and a descent  begun. The downwind leg continues past a point abeam the  approach end of the runway to a point approximately 45°  from the approach end of the runway, and a medium bank  turn is made onto the base leg. The base leg is the transitional part of the traffi c pattern  between the downwind leg and the final approach leg.  Depending on the wind condition, it is established at a  sufficient distance from the approach end of the landing  runway to permit a gradual descent to the intended touchdown  point. The ground track of the aircraft while on the base leg  should be perpendicular to the extended centerline of the  landing runway, although the longitudinal axis of the aircraft  may not be aligned with the ground track when it is necessary  to turn into the wind to counteract drift. While on the base  leg and before turning onto the final approach, the pilot must  ensure that there is no danger of colliding with another aircraft  Figure 10-6. Example of traffic pattern indicator on sectional  showing right hand pattern for runway 9. See Figure 10-5 for  segmented circle for this airport. Figure 10-5. Left hand pattern for one direction and right hand  pattern for other direction. 10-6