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 (AIC) 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 contact with are the Airport Traffic Area, Control Zone and Terminal Control Area.
22. AIRSPACE AREAS.
What is an Airport Traffic Area (ATA)? An Airport Traffic Area 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 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 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. ICA'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 7
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 Requests for such flights will be thoroughly reviewed prior to any decision to authorize operations in PCA by an 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", published 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. 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, ICA's, control zones, tower controlled airports, obstructions, and other useful information. Sectional charts may be purchased
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" tactics. Generally, MIR'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 flight weather conditions.
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
(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 MIR and special activity information, ultralight operators should give the FSS their area of intended operation and permit the FSS specialist to identify the MIR 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 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.
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.
AC 103-6 6/23/83
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 Legend:
Indicators Recommended Standard Left Hand ENTR Traffic pattern (depicted) '///////, (Standard Right Hand Traffic Pattern would be the opposite)
DOWNWIND BASE LEG 7 CIRCLE SEGMENTED CROSS G WIND
HAZARD OR POPULATED AREA INDICATOR T LANDING DIRECTION TRAFFIC PATTERN
INDICATORS
LANDING RUNWAY WIND (OR LANDING STRIP) CONE
INDICATORS
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 10
separate themselves from each other and also to remain clear of all 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.
Communications with Air Traffic Control. In all radio communications followed by the call letters assigned by the F.C.C. on your radio license, i.e., 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.
which you are requet the authorizate control (2) Contact the air traffic control tower prior to entering the area for
(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 Six Miles stion of the airport. 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. 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".
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13 (and 14)
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.
available today is insufficient to meet user demands without 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 operational, the present FAA ilight 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.
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 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.
02357 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 nondirectional 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.
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, 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 same information is found in the U.S. Government Flight Information Publication, Airport/Facility Directory. Comprehensive explanations of all these are printed in the FAA Airman's Information Manual (AIM). The publication is available through the U.S. Government Printing Office.
excellent sources to find out frequencies and what is available, are pilots handbooks published by user organizations.
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.
Pilots Automatic Telephone Weather Answering Service (PATWAS) is •i peration the done 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.
1. 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 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 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.
The to do that again?"
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 17
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 appens, the vehicle may very quickly enter a stall. At low altitude it may be early impossible to recover in the distance remaining to the ground. Because oi 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.
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