ADVISORY CIRCULAR
AC No: 103-6
Date: 6/23/83
Change:
Initiated
by: AAT-230
Subject: ULTRALIGHT VEHICLE OPERATIONS - AIRPORTS, AIR TRAFFIC
CONTROL, AND WEATHER
1. PURPOSE. This advisory circular provides guidance for the
operation of ultralight vehicles in the United States.
Information includes airport and flightpark operations, how to
work with air traffic control, and the availability of weather
services. Additional advisory circulars for the operation of
ultralight vehicles may be found under series 103.
2. BACKGROUND.
a. The sport of hang gliding has advanced dramatically
since the Federal Aviation Administration (FAA) first issued
Advisory Circular No. 60-10, "Recommended Safety Parameters for
the Operation of Hang Gliders," on May 16, 1974. The purpose of
that advisory circular was to provide guidance to the hang
gliding community without the need for Federal regulation. The
response to the guidelines of the advisory circular was
excellent, and for the period immediately following its issuance
many of its safety goals were maintained. But, as the sport
advanced, the performance capabilities and popularity of these
vehicles increased. Many unpowered gliders became capable of
soaring to altitudes more than 10,000 feet above the launch
point, and flight distances could exceed 100 miles. The addition
of powerplants and controllable aerodynamic surfaces created
vehicles which approximate the operational capabilities of fixed-
wing aircraft. And with the greatly increased number of these
vehicles, the operation of ultralight vehicles became a
significant factor in aviation safety.
b. On October 4, 1982, a new Federal Aviation Regulation,
Part 103, became effective and provided for the safe integration
of ultralight vehicle operations into the National Airspace
System. In conjunction with Part 103, the ultralight community
is being encouraged to adopt good operating practices. This
advisory circular is intended to assist the ultralight operator
in attaining that goal.
Comments and questions concerning information contained in this
advisory circular should be directed to Federal Aviation
Administration, Airspace and Air Traffic Rules Branch (AAT-230),
800 Independence Avenue S.W., Washington, D.C. 20591.
3. EXPLANATION OF CONTENTS.
a. Chapter 1. Airports and Ultralight Flightparks.
Includes information about where to takeoff and land, the
operation of a flightpark, and environmental considerations.
b. Chapter 2. Air Traffic Control and Radio
Communications. Describes airspace areas, operations at airports
with and without our control towers, and use of a two-way radio.
c. Chapter 3. Weather Information. Sources of weather
information, and an introduction to micro-meteorology.
d. Chapter 4. Accident Information and Other Sources.
What to do if you witness or are involved in an accident. Also,
where to go and what to do if you need additional information on
the operation of your ultralight.
4. - 9. RESERVED.
CHAPTER 1. AIRPORTS AND ULTRALIGHT FLIGHTPARKS
10. WHERE TO TAKEOFF AND LAND. One of the questions most
frequently asked by the ultralight pilot is, "Where can I safely
and legally takeoff and land my ultralight?" The following
information is designed to assist the ultralight pilot in
understanding the different types of operations, both on and off
airport, and the recommended procedures for obtaining permission
to operate ultralight vehicles.
a. Existing airports. Currently, there are approximately
16,000 public use and private airports and seaplane bases in the
United States. The vast majority of these facilities may be
suitable and compatible for safe ultralight operations.
Information on their location may be obtained from various
sources, such as FAA publications (i.e., Airport/Facility
Directory, aeronautical charts, etc.) which may be purchased at
most local airports. Also, user organizations have comprehensive
airport listings which usually include a description of the
facility.
Items to Consider
(1) Some of these airports have their air traffic
directly controlled by an air traffic control tower. Use of
these airports requires prior permission of airport management
and the local air traffic control authority (see FAR Part
103.17). Since the volume of aircraft operating at these
airports is usually significantly higher, ultralight operators
may find operations at these airports to be less desirable than
operations at uncontrolled airports.
(2) There are many airports where air traffic is not
controlled by an air traffic control tower and the traffic
activity level is usually low. These airports are referred to as
"uncontrolled airports." Use of these airports by ultralight
vehicles may require prior permission of the airport operator.
When seeking access to these airports, ultralight operators
should remember that even though the airport may be tax
supported, airport management has the responsibility for
determining the compatibility of operating the various classes of
aircraft on the airport. If an ultralight can be safely operated
at the airport, then permission to operate the ultralight vehicle
may be granted. Safety of aircraft operations on the airport is
always the prime consideration.
b. Abandoned Airports. Since 1970, approximately 3,000
airports have been abandoned because of a lack of activity,
financial problems, or other related reasons. The majority of
these airports are located in rural areas, privately owned, and
possibly well-suited for ultralight training and other
activities. Many state aeronautical organizations have knowledge
of recently abandoned facilities and should be able to assist you
in finding these sites. It may be possible to obtain permission
of the property owner to reactivate certain of these facilities
for ultralight operations.
c. Open Space Operating Areas. One of the prime
advantages of ultralight operation is the vehicle's ability to
operate in small areas. FAR Part 103 does not prohibit
ultralight takeoff and landing from open areas, providing the
operation does not overfly congested areas. Good judgement
still dictates that an ultralight pilot obtain prior permission
from the landowner and be familiar with the terrain and
obstructions at any location where operations are intended. For
the operation of hang gliders, special consideration should be
given to the terrain surrounding the launch site. In many cases
these terrain features will influence the ability of the
unpowered craft to return to the launch site.
11. OPERATION OF A FLIGHTPARK. Anyone wishing to establish a
site for the operation of ultralight vehicles should be aware of
the following Federal, state, and local regulatory requirements
which may apply to these operations:
a. Federal Requirements. Unless the site is to be used
solely in VFR weather conditions for a period of less than 30
consecutive days with no more than 10 operations per day during
this period, notification of the intent to establish a flight
park is required under the provisions of FAR Part 157,
Notification of Construction, Alteration, Activation, and
Deactivation of Airports. FAA Form 7480-1, which is used to
provide this notice (as well as guidance in its preparation) is
available from any FAA regional Airports Division or Airports
District/Field Office. The FAA uses the information provided in
the notice to advise on the effect of the establishment of the
site on the use of navigable airspace by aircraft. Advisory
Circular 70-2, Airspace Utilization Considerations in the
Proposed Construction, Alteration, Activation and Deactivation of
Airports, describes some of the factors which affect airspace
utilization. Failure to provide the required notice violates
Section 901 of the Federal Aviation Act of 1958 and carries a
possible civil penalty.
b. State Requirements. Many state aviation departments
require approval and a license for the establishment of a site
for aeronautical operations. The potential ultralight flightpark
developer should contact the state aviation authorities to
determine state requirements.
c. Local Requirements. Most communities have established
zoning laws, building codes, fire regulations, and other legal
requirements to provide for the safety and comfort of the
citizenry. A thorough study of these requirements should be made
to determine their effect on the establishment and operation of
an ultralight flightpark.
12. STANDARDS FOR THE FLIGHTPARK LAYOUT. The FAA has no
standards for the geometric design of an airport built to
exclusively serve ultralight vehicles. However, several
ultralight organizations provide information which may be useful
for the establishment of an ultralight flightpark as a separate
entity. FAA Advisory Circular 150/5300-4B, Utility Airports -
Air Access to National Transportation, intended for airports
serving aircraft with approach speeds less than 121 knots,
provides guidance which may also be helpful in developing an
operational site for ultralight aircraft.
13. NOISE CONSIDERATIONS. Perhaps the most limiting factor in
the operation of ultralights is the noise emitted from the
vehicle. Unless proper measures are taken in the design and
operation of ultralights, public annoyance to the noise may
result in restrictive local and state regulations. Acceptance by
the public of recreational sport flying is significantly tied to
the potential for annoyance from the vehicle's noise.
a. Significant progress has been made by ultralight
manufacturers to quiet engine, exhaust, and propeller noises. As
these systems continue to improve, so will the acceptance of the
ultralight vehicle. However, these improvements are only half of
the story. Ultralight operation in a manner sensitive to the
possible annoyance of those on the ground is the other. It is
probably the most important factor in gaining acceptance by the
general public.
b. Airport owners/operators have been trying for years to
establish operations compatible with the needs of adjacent
communities. The acceptance of ultralight operations by a
community will depend in a large part on its perception of how
additional operations by ultralights will affect the airport's
overall compatibility with its neighbors. Careful planning by
ultralight operators in integrating their vehicles into the
existing operation will go a long way in making acceptance a
reality.
c. The FAA has begun ultralight noise testing.
Preliminary results indicate that, in absolute noise levels, the
ultralight is no louder at 1,000 feet AGL than some popular two
seat single engine aircraft. The slower speed of the ultralight
does result in longer periods of exposure to noise and is a
significant factor in the annoyance perceived from such
overflight. Another consideration is the lower altitude at which
many ultralight operations take place. This causes an increase
in the intensity of sound during fly-over and is a significant
factor in determining the annoyance cause by noise.
d. FAR Part 103 prohibits operations of ultralights over
congested areas. Ultralight pilots should be aware that, while
their vehicles may not be operating directly over congested
areas, their vehicles' noise may carry to the residents of a
nearby congested area.
14. FLIGHTPARK DATA. Once the ultralight flightpark is
activated by the operator and the FAA is notified, an Airport
Master Record (FAA Form 5010-2) is prepared by the FAA. This is
a computerized record of data describing the flightpark's
facilities and services. Each year, a copy of this Airport
Master Record is mailed to the flightpark operator with a request
to verify and update the data. The information collected by the
FAA is available upon request to Government agencies, aviation
organizations, aviation industries, and private individuals.
Future informational needs for ultralight flightpark directories,
charting, etc., can be supplied from computerized data summaries
derived from the Airport Master Record.
15. - 19. RESERVED.
CHAPTER 2. AIR TRAFFIC CONTROL AND RADIO COMMUNICATIONS
20. GENERAL. The rapid growth and popularity of ultralight
vehicles and the increased number of operations require the
highest degree of vigilance on the part of ultralight operators
to see-and-avoid other ultralight vehicles and aircraft. Some of
these operations involve authorization from air traffic control.
The purpose of this chapter is to assist the ultralight operator
in understanding the airspace, operations with air traffic
control, and the use of radio communications.
21. AIR TRAFFIC CONTROL (ATC) AND AIRSPACE. Even though
ultralight vehicle operators are not required to demonstrate any
aeronautical knowledge or experience requirements, failure to
recognize and avoid certain airspace can be hazardous and may be
in violation of the Federal Aviation Regulations. FAR 103.17
states that no person may operate an ultralight vehicle within an
Airport Traffic Area, Control Zone, Terminal Control Area or
Positive Control Area unless that person has prior authorization
from the air traffic control facility having jurisdiction over
the airspace. The airspace areas requiring ATC authorization
that you, as an ultralight operator, are most likely to come in
contact with are the Airport Traffic Area, Control Zone and
Terminal Control Area.
22. AIRSPACE AREAS.
a. What is an Airport Traffic Area (ATA)? An Airport
Traffic Area is airspace within a radius of 5 statute miles from
the center of an airport, with an operating control tower, that
extends upward from the surface to, but not including, an
altitude 3,000 feet above the elevation of an airport. For the
purpose of ultralight operations, flight within the ATA requires
specific authorization from the air traffic control tower.
Although most ATA's are not depicted on charts, any airport
symbol on the sectional chart that is blue in color indicates the
presence of an air traffic control tower. During the time that
tower is in operation, an ATA exists (see item h., Airspace and
the Chart).
b. What is a Control Zone? A Control Zone may include one
or more airports and is normally a circular area within a radius
of 5 statute miles around an airport. The vertical limits of a
control zone begin at the surface and extend upward to 14,500
feet mean sea level (MSL). Some control zones have rectangular
extensions to include the arrival and departure paths for pilots
operating primarily with reference to their aircraft instruments.
The entire area of a control zone is considered controlled
airspace, but not all airports have a control zone. Where a
control zone exists, it is depicted on sectional charts by the
use of dashed lines. For the purpose of ultralight operations,
flight within the control zone requires authorization from the
air traffic facility controlling that area.
c. What is a Terminal Control Area (TCA)? At the present
time there are 23 Terminal Control Areas. TCA's are in place
around many of the high density airports in the country. They
extend upward from the surface in the center and usually have
multiple rings of airspace which extend outward horizontally.
Its appearance closely resembles an inverted wedding cake, with
both lower and upper limits for each ring. The presence of a TCA
is characterized on a sectional chart by blue outlines of the TCA
limits around a major airport. All operations within the rings
of a TCA require authorization from air traffic control (see item
h., Airspace and the Chart).
d. What is Positive Control Area (PCA)? Positive Control
Area is the area which overlies the continental United States at
18,000 feet and above. All operations conducted in PCA are done
so with the authority of air traffic control. Aircraft operating
at these higher altitudes are required to carry additional radio
equipment and their pilots must be rated for instrument flight.
Although ultralights are not faced with specific equipment
requirements for entry into PCA, ATC authorization is required.
Requests for such flights will be thoroughly reviewed prior to
any decision to authorize operations in PCA by an ultralight.
e. How Do I Get ATC Authorization? Requests for
authorization to operate an ultralight vehicle into one of the
above named areas should be made by writing, telephoning, or
visiting the air traffic control facility having jurisdiction
over the airspace in which you wish to operate. Requests for
such authorization via air traffic control radio communication
frequencies will normally not be accepted, since it may interfere
with the separation of aircraft.
f. What is Uncontrolled Airspace? Uncontrolled airspace
is the area in which air traffic control separation services are
not provided. This area is usually below 1,200 feet above ground
level (AGL). When nearing airports with established instrument
approaches, the ceiling of uncontrolled airspace usually lowers
to 700 feet AGL, and, if a control zone exists, uncontrolled
airspace remains outside of the control zone horizontal limits,
thus putting the airport within controlled airspace. In some
geographic areas, primarily west of the Mississippi River,
uncontrolled airspace ceilings are above 1,200 feet AGL. This is
an exception, rather than the rule. The ceiling of uncontrolled
airspace may be determined by reference to Sectional Aeronautical
Charts used for aviation (see item h., Airspace and the Chart).
g. What is Controlled Airspace? Controlled airspace is
the area in which air traffic control separation services are
available for aircraft. The base of controlled airspace usually
begins at 1,200 feet AGL and extends upward. When nearing
airports with established instrument approaches the base of
controlled airspace usually lowers to 700 feet AGL, and, if a
control zone exists, the base of controlled airspace begins at
the surface within the horizontal limits of the control zone.
(See Item h. Airspace and the Chart)
h. Airspace and the Chart. Sectional Aeronautical Charts,
often called "sectionals", are published by the National Oceanic
and Atmospheric Administration (NOAA) and are revised on a semi-
annual basis. Sectionals depict information for the use of
pilots who are operating with visual reference to the earth's
surface. Each sectional has a legend printed on its endflap. Of
particular interest to the ultralight operator, is the portion
entitled "Airport Traffic Service and Airspace Information."
This portion of the legend gives information which will enable
you to locate the floor of controlled airspace, prohibited and
restricted areas, TCA's, control zones, tower controlled
airports, obstructions, and other useful information. Sectional
charts may be purchased from local airport operators, user
organizations, and directly from the NOAA, Washington, D.C.
Assistance in learning how to use sectional charts should be
readily available from any FAA-certificated flight or ground
instructor.
i. Special Military Activity.
(1) There are special routes, known as Military
Training Routes (MTR's), which have been developed across the
country for military training in "low level" combat tactics.
Generally, MTR's are established below 10,000 feet MSL for
operations at speeds in excess of 250 knots and will include
operations by both fighter and cargo type aircraft. The routes
at 1,500 feet AGL and below are developed primarily to be flown
in visual weather conditions. The sectional charts depict
regularly established MTR's as shaded gray lines with an
associated VR or IR numbered identifier. Nonparticipating
flights are not prohibited from flying within an MTR, but extra
caution to see-and-avoid these operations is imperative in
attaining the greatest practical level of safety. Ultralight
pilots and flightpark operators should contact the nearest Flight
Service Station (FSS) to obtain information on the route usage in
their vicinity. Information available includes times of
scheduled activity, altitudes in use, and actual route width.
Route width varies for each MTR and can extend several miles on
either side of the line depicted on sectional charts.
(2) Also, throughout the year, the military conducts
special operations which may be held on a one-time basis in a
specific geographical location. Information pertaining to such
operations is usually available through the FSS system. When
requesting MTR and special activity information, ultralight
operators should give the FSS their area of intended operation
and permit the FSS specialist to identify the MTR routes and
special activities which could be a factor. Information on FSS's
may be found in paragraph 42(a).
23. TRAFFIC PATTERNS AND OPERATIONS IN THE VICINITY OF AN
AIRPORT.
a. Since the speed and operating characteristics of an
ultralight vehicle may be incompatible with many aircraft, it is
essential that you stay alert by looking for and avoiding other
traffic. Be especially aware of the possibility that a faster
craft might overtake your ultralight. Ultralight operators
should be especially vigilant for aircraft operating around an
airport. Traffic pattern altitudes for propeller driven aircraft
generally extend from 600 to 1500 feet above the ground and
aircraft are often at these altitudes within 5 miles of the
airport. Also, because of the possible effects of wake
turbulence, operations in close proximity to aircraft of greater
speed and weight should be avoided.
b. Preparatory to landing at an uncontrolled airport, the
pilot should be concerned with landing direction indications on
the airport. Such indicators include wind socks, wind tees,
tetrahedrons, traffic pattern indicators, and the direction of
other fixed-wing operations.
c. Wind socks operate freely and are subject to the forces
of wind for direction. Wind tees may move freely or be aligned
manually indicating the preferred landing direction. A
tetrahedron is a large kite-shaped indicator sometimes located
beside the runway and may move freely or be set manually. The
small end of the tetrahedron points in the preferred direction of
landing.
d. Many airports have standardized traffic patterns which
rely on all turns in the pattern being made to the left. Traffic
pattern indicators are used when there is a variation from the
normal left traffic pattern. They are located either in a
segmented circle with the wind sock or tetrahedron, or may be
located near the end of the applicable runway. If the pilot will
mentally enlarge the indicator for the runway to be used, the
direction of turns will become readily apparent. Airports which
have parallel runways may have both left and right traffic
patterns operating at the same time.
e. Also, some airports may have a specific area designated
for ultralight operations. Look for any indications that
landings are to be made on other than the main runway and adjust
your flight path so as to not conflict with operations to the
main runway.
f. Regardless of wind indicators or traffic patterns, it
is wise to scan the airport surface and the surrounding airspace
for flights that may be operating in a different manner. The
governing factor as to which runway is in use is the direction
and strength of the wind. It is the responsibility of pilots to
determine the safe landing direction for their craft. The
indicators are there to assist you in operating safely, but they
are not meant to be a substitute for careful vigilance and good
judgement.
----------------------------------------------------------------
Application of Traffic Pattern Indicators
FIGURE NOT INCLUDED
----------------------------------------------------------------
24. OPERATIONS AT AIRPORTS WITH A CONTROL TOWER. If you are
operating into or out of an airport with a control tower expect
to be segregated from all nonultralight aircraft in the traffic
pattern, in the use of runways, and on the airport surface.
Please take special notice of the word "segregate." FAA air
traffic controllers have been advised to authorize ultralight
operations only if they will not interfere with and can be kept
relatively clear of normal aircraft operations. Certificated
aircraft receive separation services. These will not be
available to ultralight pilots. Rather, ultralight pilots will
be expected to separate themselves from each other and also to
remain clear of all normal aircraft operations. When requesting
to operate at a tower controlled airport, or within the airport
traffic area, expect the controllers to provide you instructions
as to what areas to avoid. These instructions may include route
and altitude information as well as a specified landing area.
Specific times during which to operate may also be authorized.
For operators equipped with two-way radios, see paragraph 25. It
is important that ultralight operators understand the
responsibility for avoiding a conflict with aircraft and other
ultralights is theirs, and theirs alone.
25. USE OF A TWO-WAY RADIO. The following information provides
guidelines for the use of a two-way radio while operating an
ultralight.
a. Communications with Air Traffic Control. In all radio
communications with air traffic control, ultralight operators
should state the word "ultralight" followed by the call letters
assigned by the F.C.C. on your radio license, i.e., "Ultralight
12593U." Use of the following radio communication practices will
result in the controller having a better understanding of your
request and enhance the safety of your flight.
(1) Determine the correct frequency from a Sectional
Aeronautical Chart.
(2) Contact the air traffic control tower prior to
entering the area for which you are requesting authorization.
(3) Speak slowly and distinctly. If you do not get an
immediate reply, wait a few moments, then repeat your request.
The controller may be busy and you may not be hearing all of the
transmissions the controller is hearing.
(4) State the facility you are calling, your
ultralight identification, altitude, and location relative to the
airport. Example: "Sample Tower, Ultralight 12593U Six Miles
Southwest at 1,000 feet." If you are on the ground at the
airport, give your position on the airport.
(5) Wait for the tower to respond before stating any
further information.
(6) Once two-way communications are established,
briefly state your request.
(7) Keep in mind at all times your responsibility to
remain clear of all other aircraft and ultralights. Further,
remember your responsibility to remain clear of any area for
which an authorization is required, but has not been received.
(8) On occasion, air traffic control will deny
authorization to operate in a specific area. This is not unique
to ultralights. At times, certificated pilots in sophisticated
aircraft are also denied access to certain areas. Factors
affecting authorization are the nature of the requested
operation, the effect on other operations that may already be
taking place, controller workload, and equipment or facility
limitations. The ultimate reason remains the same...SAFETY.
b. Communications at Uncontrolled Airports.
(1) An uncontrolled airport is an airport without a
control tower or where the control tower is not currently in
operation. This does not mean that two-way communications are
not used. Quite the contrary. A considerable amount of useful
information is passed back and forth among pilots and the
operators of airport advisory frequencies. Information such as
runway in use, surface winds, other aircraft known to be in the
area, and any unusual activities, such as parachuting, may be
available.
(2) There are three primary ways for ultralight
operators, who are radio equipped, to communicate their
intentions and obtain airport/traffic information when operating
at a landing area that does not have an operating control tower:
(i) by communicating with an FAA flight service
station located on the airport;
(ii) by communicating with a local airport
advisory operator located at the airport; or
(iii) by making self-announce broadcasts of
intentions over a commonly used frequency for operations at that
airport.
(3) The key to communicating at uncontrolled airports
is selection of the correct Common Traffic Advisory Frequency
(CTAF). A more detailed explanation of CTAF and traffic advisory
practices and good operating procedures can be found in FAA
Advisory Circular 90-42C and the Airman's Information Manual.
Additionally, the Airport/Facility Directory provides information
on which frequency to use at a particular airport.
c. Traffic Advisory Practices at Uncontrolled Airports.
In all radio communications, ultralight operators should state
the word "ultralight" followed by the call letters assigned by
the F.C.C. on your radio license, i.e., "Ultralight 12593U".
(1) Select the correct frequency, many of which can be
found on Sectional Aeronautical Charts.
(2) Contact the airport advisory service prior to
entering the area or departing the airport.
(3) Speak slowly and distinctly. If you do not get an
immediate reply, wait a few moments and repeat your request.
Please note that pilots announcing their departure are not
normally acknowledged.
(4) State the facility or airport you are calling,
your ultralight identification, your location relative to the
airport, and your intended operation. Example: "Leesburg,
Ultralight 12593U is 5 Miles North, Landing."
(5) If you still do not get a reply, proceed
cautiously toward the airport. If departing the airport, be
careful to visually clear the area in all directions prior to
entering the takeoff area. Remain on the proper radio frequency
and listen for any aircraft which may be in the area.
(6) Once you have completed your landing or have
exited the area, it is good practice to let other aviators know
that you are no longer airborne in the vicinity of the airport.
Example: "Leesburg, Ultralight 12593U is Clear of the Runway" or
"Leesburg, Ultralight 12593U is 2 Miles South, Leaving the Area".
26. - 29. RESERVED.
CHAPTER 3. WEATHER INFORMATION
The desire to leave the ground and explore the world from the air
has inevitably tied you to weather and its effect upon you. No
pilot, amateur or professional, can safely attempt a flight
without considering the present and expected weather conditions.
Weather is a factor in most aviation accidents. It cannot be
emphasized too strongly that if you are to continue to operate
safely, it is essential to know and understand the environment in
which you are flying.
Individual pilot weather briefings from FAA flight service
stations are provided to pilots on a "first come, first served"
basis. The number of briefers available today is insufficient to
meet user demands without the prospect of considerable delays.
The FAA is taking steps to remedy this. An automated system
currently under development is designed to accommodate direct
user access and will be able to provide increased services.
Until that system is operational, the present FAA flight service
system may not be able to accommodate all the needs of ultralight
fliers.
30. SOURCES OF WEATHER INFORMATION Many sources of weather data
are available to aviators. The following sources will assist you
in acquiring and evaluating as much weather data as possible.
a. National weather is broadcast weekdays in a live 15
minute television program called AM Weather. The program is
carried by about 250 public broadcast stations in the early
morning. This program features meteorologists from the National
Weather Service and the National Environmental Satellite, Data,
and Information Service (NESDIS). They use the latest guidance
and data available to produce a thorough program. The program's
surface and forecast maps, satellite imagery, radar maps, and
upper air charts, along with the hazardous weather watches, are
ideal for acquiring broad scale weather information. Consult
your local television schedules to obtain time of broadcast in
your area.
b. Many cable TV systems now include 24 hour weather
channels. Some of the programs include aviation weather.
c. Transcribed Weather Broadcasts (TWEB) for aviation are
made on numerous FAA VHF omni-directional ranges (VOR),
nondirectional radio beacons (NDB's), and at selected airports
that provide automatic terminal information services (ATIS).
These transcribed broadcasts are continuously updated during
their hours of operation.
d. Broadcasts over radio beacons are made in the range of
200-400 KHz and can be received on relatively inexpensive radio
receivers. VOR and ATIS broadcasts are made on VHF aviation
radio frequencies between 108-136 MHz. There are many moderately
priced radios available that will receive these frequencies.
e. The content of TWEB and ATIS broadcast in some cities
can be received over the telephone. The telephone numbers to use
can be found in the telephone directory under United States
Government, Department of Transportation, Federal Aviation
Administration. TWEB recordings will be listed under Flight
Service Station and ATIS recordings will be listed under Air
Traffic Control Tower.
f. On nondirectioal radio beacons and selected VHF omni-
directional ranges (VOR's), the broadcasts may include synopsis,
adverse conditions, route forecasts, outlook, winds aloft
forecasts, radar reports, surface weather report, etc.
g. Broadcasts on other VOR's may include only surface
weather reports, terminal (airport) forecast for the local
airport, adverse conditions, etc.
h. ATIS broadcasts may include local ceiling, visibility,
obstructions to vision, temperature, wind direction (magnetic)
and speed, altimeter setting, etc. The information is applicable
only to the airport located at the ATIS site, but it may be used
in evaluating the trend of existing weather.
i. All the above facilities and their frequencies may be
identified by studying sectional aeronautical charts that are
sold at many airports. Much of the same information is found in
the U.S. Government Flight Information Publication,
Airport/Facility Directory. Comprehensive explanations of all
these services are printed in the FAA Airman's Information Manual
(AIM). The publication is available through the U.S. Government
Printing Office. Other excellent sources to find out frequencies
and what is available, are pilots handbooks published by user
organizations.
j. In most large metropolitan areas, the National Weather
Service provides continuous broadcasts of local weather
conditions on two frequencies that can be received by inexpensive
radios available at many retail outlets.
k. Pilots Automatic Telephone Weather Answering Service
(PATWAS) is available in most large metropolitan locations. This
is a telephone recording of local and route weather information
that can be obtained by dialing a telephone number found under
the same heading in the phone book as listed above for TWEB.
l. If you live in the Washington, D.C., or Columbus, Ohio,
areas, you should become familiar with the voice response system
(VRS) installed at these locations. This is a computer based test
system that provides weather data over the telephone. The user
needs only to have a "TOUCHTONE" phone to access the system.
Since this is a test system, the products available may vary.
The latest information available and directions on using this
system can be obtained by sending a stamped self-addressed
envelope to:
Voice Response System
DOT/FAA/FAATC
ACT 110
Atlantic City, N.J. 08405
m. These many sources of weather data are only part of a
safe weather operation. Other factors include a knowledge of how
to interpret the weather data correctly, and when to exercise
good judgment and not fly. There are many Government and civil
sources that supply educational material on weather and user
organizations are developing courses aimed at improving the
ultralight operator's understanding of weather. One of the best
efforts ultralight operators can make in their own behalf is to
find out about weather. Many members of the aviation community
have learned that weather, above all other aspects of our
environment, is irreverent of even the most experienced aviator.
31. MICRO-METEOROLOGY. While the list of available weather
information is impressive, it may not provide the ultralight
operator with the actual weather and wind conditions at the
operating site. One of the most critical factors in conducting a
safe takeoff and landing is accurate information of the wind
conditions on the surface. There may be many indications of what
the wind conditions are at the flying site. The information
provided herein is designed to assist you in understanding and
using those indicators.
a. Wind Direction. One of the best indicators of wind
direction near the surface is derived by the use of a windsock or
wind streamers. The direction of the wind is clearly indicated,
as is the velocity. Because ultralight vehicles are very
susceptible to wind, we recommend that several windsocks or
streamers be located around the landing site. Another means of
learning the wind direction on the surface is from nearby ponds
or lakes. The "glassy" or smooth water area along the shore
indicates the direction from which the wind is blowing. The
further out into the body of water the glassy area protrudes, the
lower the wind velocity. Be careful when using this method that
the shoreline is not subject to major obstructions such as high
trees or a steep, high bank. Yet another indicator of wind
direction and velocity is the natural vegetation such as tall
grass, trees, and bushes. Caution should be used here too, for
the trees themselves can cause the wind direction to change
significantly, see item c., Turbulence and Wind Shear. Other
indicators of surface wind are smoke and blowing dust. Learn to
use them all and learn to cross check the information of one
against the other. They are inexpensive resources that may save
your life.
b. Wind Gradient and Gusts. Wind gradient is change in
the velocity of the wind with an increase/decrease in altitude.
Normally, wind velocities will increase as the altitude
increases. Conversely, because of the drag effects of the earth,
winds may significantly decrease as you get closer to the ground.
If the winds decrease at a faster rate than can be accounted for
by pitch and thrust changes, the vehicle may enter a stall. For
this reason, when descending or climbing in close proximity to
the ground, a safe margin of extra airspeed is recommended. Also
affecting the ultralight vehicle are wind gusts. The danger
inherent in gusting wind conditions is amplified during the
takeoff and landing phases of flight. A sudden gust of wind
could lift the ultralight up quickly, only to abandon the pilot
20 feet above the ground. The result is often a stall. Another
effect of gusting winds is the effect on the airframe of the
vehicle. Strong gusts could easily and quickly exceed the design
limits of the vehicle, especially if the pilot is performing a
maneuver which is already putting some "load" on the airframe.
The best advice for operating in gusting winds is to ask
yourself: "Do I really need to be doing this?" If you
absolutely, positively have to be there, fly gently and maintain
extra airspeed during the takeoff and landing. Fly the vehicle
right down to the ground with a minimum landing flare, and, after
you've landed, ask yourself: "Do I really want to do that again?"
c. Turbulence and Wind Shear. The most critical altitudes
for micro-wind changes are between 30 and 75 feet above ground
level. This depends, in part, on the nearness of the surrounding
obstructions such as large trees, buildings, and hills. The
effect of these obstructions is often turbulence or a sudden
change in wind direction and velocity often referred to as wind
shear. Turbulence can be especially dangerous in ultralights due
to their light weight. Ground turbulence consists of vortices
and eddies, vertical blasts of air, and rotors (dust devils).
Turbulence is caused by winds moving across and around objects,
and by thermal heating of the earth's surface. Wind shear can
result in a sudden reduction in the relative wind over the
vehicle's lifting surfaces. When this happens, the vehicle may
very quickly enter a stall. At low altitude it may be nearly
impossible to recover in the distance remaining to the ground.
Because of the effects turbulence and wind shear have on the
safety of ultralight the effects turbulence and wind shear have
on the safety of ultralight operations, it may be wise not to fly
ultralights in winds exceeding 15 mph. And even then, there will
be some circumstances when 15 mph is too much. Also, keep in
mind not only your own piloting skills, but the abilities of your
craft to handle a crosswind during takeoff and landing. If you
are in doubt, err on the side of safety and leave the enjoyment
of flying for another time, perhaps another day.
32. - 39. RESERVED.
CHAPTER 4. ACCIDENT INFORMATION AND OTHER SOURCES
40. NATIONAL TRANSPORTATION SAFETY BOARD (NTSB).
a. The NTSB is the official Government investigator for
all transportation safety issues. Its purpose is to impartially
analyze occurrences which may indicate a transportation safety
problem and to recommend corrective action. The NTSB has decided
to investigate all fatal powered ultralight vehicle accidents and
other selected ultralight accidents and incidents which may
involve significant safety issues. The Safety Board will also
investigate ultralight vehicle accidents impinging on civil
aircraft operations or on persons and property on the ground.
The Safety Board will review accident data and the safety efforts
of the aviation community in order to keep abreast of any
emerging safety problems and will be available to provide
technical assistance in remedying those problems.
IF YOU ARE WITNESS TO OR INVOLVED IN AN INCIDENT/ACCIDENT
INVOLVING THE OPERATION OF AN ULTRALIGHT VEHICLE, NTSB
REQUESTS YOU DO THE FOLLOWING:
(1) Immediately attend to the medical and physical
needs of the situation. Notify the local authorities if
assistance is needed.
(2) Do not move or remove any debris associated with
the occurrence.
(3) Write down as much as you can remember. This will
be very helpful in accurately recalling the incident.
(4) Notify, or have the local authorities notify, the
nearest NTSB Field Office. This information can be found in the
local phone book under U.S. Government, National Transportation
Safety Board, or call your local FAA office and request the NTSB
telephone number.
(5) If you are able, take photographs of the site, and
get the names and phone numbers of any witness.
b. NTSB requests that you be very helpful in reporting
such incidents as this will give all of the owners/operators of
ultralights a chance to benefit from the knowledge gained during
the investigation. The Safety Board investigation is fact-
finding in nature and will not be used to substantiate any
violation of Federal Aviation Regulations.
c. Additionally, the FAA supports the goals of private
organizations and associations to provide technical and
operational assistance to the ultralight industry in enhancing
the reliability of the vehicles and the safety of the sport. The
FAA encourages all participants in the sport of ultralight flying
to report any incident, accident, structural or mechanical
failure of an ultralight to the private organizations and
associations actively representing the sport.
41. AIRPORTS DISTRICT OFFICE (ADO).
a. Airport district offices are located throughout the
country and serve a specific geographical area. Their primary
purpose is to assist the aviation community and state and local
governments in the planning and development of landing
facilities. Under FAR 103, ADO's would be your best source for
information pertaining to the establishment of a flightpark and
the environmental considerations associated with operations.
b. For the phone number and location of the ADO serving
your area, consult your local phone directory under Department of
Transportation, Federal Aviation Administration, Airport District
Office of Regional Airport District Office.
42. FAA AIR TRAFFIC CONTROL FACILITIES. There are three major
types of air traffic control facilities with which you may come
in contact. The following information should assist you in
determining which one to call.
a. Flight Service Station (FSS). The Flight Service
Station's primary function is to provide the pilot with preflight
weather briefings and also Notices to Airmen (NOTAMS) which have
information as to the status of airports and facilities; the
conduct of special activities (parachuting, airshows, military
exercises, etc.); and the presence of known temporary structures
such as a crane located near an airport. For the ultralight
operator, FSS's can be a means of obtaining guidance on which FAA
facility could best be of assistance. For the role FSS's play in
providing weather information to ultralight pilots, see Chapter
3.
b. Air Traffic Control Tower (ATCT). There are many air
traffic control towers located throughout the country. Each
serves a particular airport and provides pilots with information
on the movement of other aircraft in and around the airport. In
some circumstances, ATCT's have an approach control associated
with them which provides separation between aircraft over a wider
geographic area. Under FAR 103, ATCT's would be your contact
point for operations in an airport traffic area. In many
instances, operations at nearby airports with control zones may
also be coordinated through the nearest ATCT.
c. Air Route Traffic Control Center (ARTCC). There are 20
ARTCC's located around the country. Each one covers a very large
geographic area and provides radar separation services to
aircraft through the use of remote radar and radio communication
facilities. In some areas, the ARTCC functions as an approach
control and has responsibility, under FAR 103, for providing
authorization for ultralight operations in a control zone. Due
to the size and vast area of coverage of ARTCC's, it is better to
contact the FSS or ATCT nearest you for assistance in obtaining
required authorizations.
For the phone numbers and locations of the FSS, ATCT, or
ARTCC you wish to call, consult your local telephone directory
under Department of Transportation, Federal Aviation
Administration. Each facility should be listed separately:
Flight Service Station; (airport name) Air Traffic Control Tower;
and Air Route Traffic Control Center.
43. GENERAL AVIATION DISTRICT OFFICE (GADO).
a. These offices are located throughout the country and
are staffed by Flight Standards personnel. Their primary purpose
is to serve the general public and aviation industry on all
matters relating to the certification and operation of general
aviation aircraft. These responsibilities include accident
prevention programs, general surveillance of operational safety,
and the enforcement of FAR. Under FAR 103, GADO's are your best
source of information for items such as vehicle applicability,
hazardous operations, and operations over congested areas.
Should you desire, GADO's can also provide you guidance and
assistance in certificating your ultralight as an aircraft.
b. For the location and phone number of your nearest GADO,
consult your local telephone directory under Department of
Transportation, Federal Aviation Administration, General Aviation
District Office or Flight Standards District Office.
44. PUBLICATIONS. The Federal Government and the aviation
industry have devoted considerable energies to producing
informational and training publications which are invaluable to
pilots. Listed below are some of the publications available from
the Superintendent of Documents, U.S. Government Printing Office,
Washington, D.C. 20402.
Other sources of useful information can be obtained through the
various organizations, manufacturers, and associations working
within the aviation community.
a. Airman's Information Manual (AIM). This manual
contains the basic fundamentals required for safe flight in the
U.S. National Airspace System. It includes chapters on
navigation aids, airspace, air traffic control, flight safety,
and good operating practices. It also includes a pilot-
controller glossary. The AIM is issued every 112 days and the
annual subscription price is $17.
b. Pilot's Handbook of Aeronautical Knowledge. This
handbook contains essential information used in training and
guiding pilots. Subjects include the principals of flight,
airplane performance, flight instruments, basic weather,
navigation and charts, and excerpts from flight information
publications. This handbook is one of the most complete sources
of aeronautical information available. The current price is $10.
Listed below are some of the publications available from the FAA.
c. Flight Standards Safety Pamphlets. These pamphlets are
used in the General Aviation Accident Prevention Program and are
produced primarily to be distributed at accident prevention
seminars by GADO personnel. Titles available include: Density
Altitude, Weight and Balance, Propeller Operation and Care, and
Planning Your Takeoff. There are many other subjects available.
Pamphlets may be obtained in reasonable number at no charge from
the FAA Accident Prevention Specialist assigned to your local
GADO.
d. FAA Advisory Circulars.
(1) The FAA issues advisory circulars to assist and
inform the public on matters affecting aviation. Advisory
circulars are issued in a numbered-subject system corresponding
to the subject areas of the FAR.
(2) For example, this advisory is numbered AC 103-6
because it deals with information pertaining to FAR 103
operations. There are more than 400 free advisory circulars
available. Subjects which may be of interest to the ultralight
operator include:
AC 60-4A Pilot's Spatial Disorientation
AC 90-23D Wake Turbulence
AC 90-42C Traffic Advisory Practices at Uncontrolled
Airports
AC 90-48B Pilot's Role in Collision Avoidance
AC 91-36B VFR Flight Near Noise Sensitive Areas
(3) For a complete listing of all available advisory
circulars, send your request for the Advisory Circular Checklist,
AC 00-2 to:
U.S. Department of Transportation
Subsequent Distribution Unit, M-442.32
Washington, D.C. 20590
Please enclose a self-addressed mailing label to expedite the
processing of your request.
Additionally, the FAA publishes numerous other documents dealing
with a variety of subjects. The Guide to Federal Aviation
Administration Publications lists the information available from
the FAA and also provides a list of civil aviation related
publications issued by other Federal agencies. A free copy of
this guide is available from the address listed in paragraph d.
e. Airport/Facility Directory (A/FD). Issued every 8
weeks, the Airport/Facility Directory is a civil flight
information publication which contains a directory of all
airports, seaplane bases, and heliports open to the public.
Available from the National Ocean Service, NOAA Distribution
Branch, N/CG33, Riverdale, Maryland 20737, the directory includes
information on communication frequencies, navigational
facilities, and certain special notices such as curfews.
Directories are sold on a single copy or subscription basis and
cover a specific geographic area of the United States, Puerto
Rico, and the Virgin Islands.
/s/ B. KEITH POTTS
Acting Director, Air Traffic Service
PART 103-ULTRALIGHT VEHICLES
Subpart A - General
Sec.
103.1 Applicability.
103.3 Inspection requirements.
103.5 Waivers.
103.7 Certification and registration
Subpart B - Operating Rules
103.9 Hazardous operations.
103.11 Daylight operations.
103.13 Operation near aircraft; right-of-way rules.
103.15 Operations over congested areas.
103.17 Operations in certain airspace.
103.19 Operations in prohibited or restricted areas.
103.21 Visual reference to the surface.
103.23 Flight visibility and cloud clearance requirements.
Authority: Secs. 307, 313(a), 601(a), 602, and 603, Federal
Aviation Act of 1958 (49 U.S.C. 1348, 1354(a), 1421(a), 1422, and
1423); sec. 6(c), Department of Transportation Act (49 U.S.C.
1655 (c)
Subpart A - General
Section 103.1 Applicability.
This part prescribes rules governing the operation of
ultralight vehicles in the United States. For the purposes of
this part, an ultralight vehicle is a vehicle that:
(a) Is used or intended to be used for manned operation in
the air by a single occupant;
(b) Is used or intended to be used for recreation or sport
purposes only;
(c) Does not have any U.S. or foreign airworthiness
certificate; and
(d) If unpowered, weighs less than 155 pounds; or
(e) If powered:
(1) Weighs less than 254 pounds empty weight, excluding
floats and safety devices which are intended for deployment in a
potentially catastrophic situation;
(2) Has a fuel capacity not exceeding 5 U.S. gallons;
(3) Is not capable of more than 55 knots calibrated
airspeed at full power in level flight; and
(4) Has a power-off stall speed which does not exceed 24
knots calibrated airspeed.
Section 103.3 Inspection requirements.
(a) Any person operating an ultralight vehicle under this
part shall, upon request, allow the Administrator, or his
designee, to inspect the vehicle to determine the applicability
of this part.
(b) The pilot or operator of an ultralight vehicle must,
upon request of the Administrator, furnish satisfactory evidence
that the vehicle is subject only to the provisions of this part.
Section 103.5 Waivers.
No person may conduct operations that require a deviation
from this part except under a written waiver issued by the
Administrator.
Section 103.7 Certification and registration.
(a) Notwithstanding any other section pertaining to
certification of aircraft or their parts or equipment, ultralight
vehicles and their component parts and equipment are not required
to meet the airworthiness certification standards specified for
aircraft or to have certificates of airworthiness.
(b) Notwithstanding any other section pertaining to airman
certification, operators of ultralight vehicles are not required
to meet any aeronautical knowledge, age, or experience
requirements to operate those vehicles or to have airman or
medical certificates.
(c) Notwithstanding any other section pertaining to
registration and marking of aircraft, ultralight vehicles are not
required to be registered or to bear markings of any type.
Subpart B - Operating Rules
Section 103.9 Hazardous operations.
(a) No person may operate any ultralight vehicle in a
manner that creates a hazard to other persons or property.
(b) No person may allow an object to be dropped from an
ultralight vehicle if such action creates a hazard to other
persons or property.
Section 103.11 Daylight operations.
(a) No person may operate an ultralight vehicle except
between the hours of sunrise and sunset.
(b) Notwithstanding paragraph (a) of this section,
ultralight vehicles may be operated during the twilight periods
30 minutes before official sunrise and 30 minutes after official
sunset or, in Alaska, during the period of civil twilight as
defined in the Air Almanac, if:
(1) The vehicle is equipped with an operating anticollision
light visible for at least 3 statute miles; and
(2) All operations are conducted in uncontrolled airspace.
Section 103.13 Operation near aircraft; Right-of-way rules.
(a) Each person operating an ultralight vehicle shall
maintain vigilance so as to see and avoid aircraft and shall
yield the right-of-way to all aircraft.
(b) No person may operate an ultralight vehicle in a
manner that creates a collision hazard with respect to any
aircraft.
(c) Powered ultralights shall yield the right-of-way to
unpowered ultralights.
Section 103.15 Operations over congested areas.
No person may operate an ultralight vehicle over any
congested area of a city, town, or settlement, or over any open
air assembly of persons.
Section 103.17 Operations in certain airspace.
No person may operate an ultralight vehicle within an
airport traffic area, control zone, terminal control area, or
positive control area unless that person has prior authorization
from the air traffic control facility having jurisdiction over
that airspace.
Section 103.19 Operations in prohibited or restricted areas.
No person may operate an ultralight vehicle in prohibited
or restricted areas unless that person has permission from the
using or controlling agency, as appropriate.
Section 103.21 Visual reference with the surface.
No person may operate an ultralight vehicle except by
visual reference with the surface.
Section 103.23 Flight visibility and cloud clearance
requirements.
No person may operate an ultralight vehicle when the flight
visibility or distance from clouds is less than that in the
following table, as appropriate:
Flight altitudes Minimum Minimum distance
flight from clouds
visibility 1
1,200 feet or less above the
surface regardless of MSL
altitude:
(1) Within controlled
airspace ............... 3 500 feet below,
1,000 feet
above, 2,000
feet horizontal.
(2) Outside controlled 1 Clear of clouds.
airspace ................
More than 1,200 feet above the
surface but less than 10,000
feet MSL:
(1) Within controlled 3 500 feet below,
airspace ................ 1,000 feet
above, 2,000
feet horizontal.
(2) Outside controlled 1 500 feet below,
airspace ................. 1,000 feet
above, 2,000
feet
horizontal.
More than 1,200 feet above the 5 1,000 feet
surface and at or above 10,000 below, 1,000
feet MSL. above, 1
statute mile
horizontal.
Doc is REPLACED BY the following:
---------------------------------
(none)
Doc REPLACES the following:
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(none)
Rule Type | Rule Type | Rule Type
------------ -------- | ------------ -------- | ------------ --------
103.1 FAR | 103.9 FAR | 103.13 FAR
103.15 FAR | 103.17 FAR | 103.19 FAR
103.20 FAR | 157.1 FAR