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 i