AC 103-6 - ULTRALIGHT VEHICLE OPERATIONS AIRPORTS, AIR TRAFFIC

CONTROL, AND WEATHER

Department of Transportation

Federal Aviation Administration

6/23/83

Initiated by: AAT-230

1. PURPOSE.

   This advisory circular provides guidance for the operation of

ultralight vehicles in the United States. Information includes airport

and flight park 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 Flight Parks. Includes

information about where to take off and land, the operation of a

flight park, and environmental considerations.

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   b. Chapter 2. Air Traffic Control and Radio Communications.

Describes airspace areas, operations at airports with and without

control towers, and use of a two-way radio.

   c. Chapter 3. Weather Information. Sources of weather information,

and an introduction to micrometeorology.

   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.

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CHAPTER 1. AIRPORTS AND ULTRALIGHT FLIGHT PARKS

10. WHERE TO TAKE OFF AND LAND.

   One of the questions most frequently asked by the ultralight pilot

is, "Where can I safely and legally take off 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.

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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 FLIGHT PARK.

   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 flight park 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 flight park.

12. STANDARDS FOR THE FLIGHT PARK 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 flight park 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.

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   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 flyover and is a

significant factor in determining the annoyance caused 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. FLIGHT PARK DATA.

   Once the ultralight flight park 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 flight park's facilities and services. Each year, a copy of this

Airport Master Record is mailed to the flight park 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 flight park directories, charting,

etc., can be supplied from computerized data summaries derived from

the Airport Master Record.

15. - 19. RESERVED.

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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 ATAs

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.

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c. What is a Terminal Control Area (TCA)?

   At the present time there are 23 Terminal Control Areas. TCAs 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)

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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 semiannual 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, TCAs, 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

(MTRs), which have been developed across the country for military

training in "low level" combat tactics. Generally, MTRs 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 flight weather conditions. The

sectional charts depict regularly established MTRs 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 flight park 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 FSSs 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.

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   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.

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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.

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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.

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      (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.

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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 professionals 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 omnidirectional ranges (VOR), nondirectional radio

beacons (NDBs), 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.

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   f. On nondirectional radio beacons and selected VHF omnidirectional

ranges (VORs), the broadcasts may include synopsis, adverse

conditions, route forecasts, outlook, winds aloft forecasts, radar

reports, surface weather report, etc.

   g. Broadcasts on other VORs 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.

{p16}

31. MICROMETEOROLOGY.

   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?"

{p17}

c. Turbulence and Wind Shear.

   The most critical altitudes for microwind 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 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.

{p18}

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.

{p19}

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, ADOs would be

your best source for information pertaining to the establishment of a

flight park 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 or 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, FSSs can be a means of obtaining guidance on which FAA

facility could best be of assistance. For the role FSSs 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, ATCTs have an approach control

associated with them which provides separation between aircraft over a

wider geographic area. Under FAR 103, ATCTs 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 ARTCCs 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 ARTCCs, 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.

{p20}

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, GADOs are your best source of information for items such as

vehicle applicability, hazardous operations, and operations over

congested areas. Should you desire, GADOs 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

{p22}

APPENDIX 1

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, 1423); sec. 6(c),

Department of Transportation Act (49 U.S.C. 1655(c).

Subpart A - General

Sec. 103.1 Applicability.

   This part prescribes rules governing the operation of ultralight

vehicles in the United States. For the purposes of this part, and

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.

Sec. 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.

Sec. 103.5 Waivers.

   No person may conduct operations that require a deviation from this

part except under a written waiver issued by the Administrator.

Sec. 103.7 Certification and registration.

   (a) Notwithstanding any other section pertaining to certification

of aircraft of 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

Sec. 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.

Sec. 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.

Sec. 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.

Sec. 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.

Sec. 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.

Sec. 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.

Sec. 103.21 Visual reference with the surface.

   No person may operate an ultralight vehicle except by visual

reference with the surface.

Sec. 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: 1,200 feet or less above the surface regardless of

MSL altitude

      (1) Within controlled airspace

   MINIMUM FLIGHT VISIBILITY (Statute miles): 3

   MINIMUM DISTANCE FROM CLOUDS:  500 feet below, 1,000 feet above,

2,000 feet horizontal

      (2) Outside controlled airspace

   MINIMUM FLIGHT VISIBILITY (Statute miles): 1

   MINIMUM DISTANCE FROM CLOUDS: Clear of clouds

FLIGHT ALTITUDES: More than 1,200 feet above the surface

but less than 10,000 feet MSL

      (1) Within controlled airspace

   MINIMUM FLIGHT VISIBILITY (Statute miles): 3

   MINIMUM DISTANCE FROM CLOUDS: 500 feet below, 1,000 feet above,

2,000 feet horizontal.

      (2) Outside controlled airspace

   MINIMUM FLIGHT VISIBILITY (Statute miles): 1

   MINIMUM DISTANCE FROM CLOUDS: 500 feet below, 1,000 feet above,

2,000 feet horizontal.

FLIGHT ALTITUDES: More than 1,200 feet above the surface and at or

above 10,000 feet MSL

   MINIMUM FLIGHT VISIBILITY (Statute miles): 5

   MINIMUM DISTANCE FROM CLOUDS: 1,000 feet below, 1,000 feet above, 1

statute mile horizontal.

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