Figure 10-4. Airport signs.  Figure 10-5. Segmented circle and components. although the longitudinal axis of the powered para- chute 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, the pilot must ensure, before  turning onto the final approach, that there is no danger  of colliding with another aircraft that may already be  on the final approach. The final approach leg is a descending flightpath start- ing from the completion of the base-to-final turn and  extending to the point of touchdown. This is prob- ably the most important leg of the entire pattern, be- cause here the pilot’s judgment and procedures must  be the sharpest to accurately control the airspeed and  descent angle while approaching the intended touch- down point. As stipulated in 14 CFR part 91, section 91.113, air- craft while on final approach to land or while landing  have the  right-of-way over other aircraft in flight or  operating on the surface. When two or more aircraft  are approaching an airport for the purpose of landing,  the aircraft at the lower altitude has the right-of-way.  Pilots should not take advantage of this rule to cut in  front of another aircraft that is on final approach to  land, or to overtake that aircraft. The upwind leg is a course flown parallel and in the  same direction to the landing runway. The upwind leg  The base leg is the transitional part of the traffic 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 land- ing runway to permit a gradual descent to the intended  touchdown point. The ground track of the powered  parachute while on the base leg should be perpendicu- lar to the extended centerline of the landing runway,  10-5