Urgent – you need to act quickly to get grandfathered to a Category / Class rating!

Part 61 changes, 61.31(k), now requires a recreational Pilot, or higher to hold Category and Class rating to fly an experimental aircraft when carrying a passenger. If you are carrying a passenger in a gyroplane, you must hold a rotorcraft and gyroplane rating on your pilot certificate.

For years now, it has been understood that pilots with any Recreational rating or higher were legally able to fly their Experimental gyroplanes without an actual gyroplane category and class rating.  This had been allowed under Part 61.31 (k)(1).  This had also allowed such pilots to carry passengers in those Experimental gyroplanes.

As of September 1, 2004, this has now changed!  As a part of the release of the new Sport Pilot / Light Sport Aircraft rules, Part 61.31(k) has been changed.  Pilots holding a Recreational certificate or higher may still fly their Experimental gyroplane without a gyroplane category / class rating while operating that gyroplane without a passenger.  However, such pilots are no longer allowed to carry a passenger in their Experimental gyroplane without a gyroplane category / class rating.

This affects a number of pilots currently carrying passengers in their existing Experimental gyroplane with their (airplane or helicopter) Recreational or Private Pilot certificate.  This means that you now need to get a gyroplane category / class rating to carry a passenger in your Experimental gyroplane. (Or if exercising sport pilot privileges, the proper logbook endorsement authorizing gyroplane privileges.)  You must now have either a gyroplane category / class rating on your ticket or a Sport Pilot category / class privilege endorsement in your logbook - no matter what your aircraft Operating Limitations say or how you interpret them!

All is not lost, but you may need to act quickly – before August 31, 2005. This applies only to persons who have a Recreational Pilot certificate or higher.  There are several ways to comply with this new requirement:

Option 1)    Sport Pilot Privileges: If your gyroplane meets the definition of a Light Sport Aircraft (LSA - no more than 1320 gross wt., less than 120 knots max level airspeed, and no more than two seats, etc.), you may fly that gyroplane with your “Sport Pilot (SP) privileges”.  If you hold a Recreational or higher pilot certificate, you already have SP Privileges. In order to exercise those privileges, you need an endorsement (practical test – oral and flight) in your logbook, from a CFI or CFI-SP for that make / model of gyroplane, regardless of whether you will carry a passenger.  Note, a CFI can give you the practical test - a Designated Examiner is not required!  But, to get this SP endorsement you will need to work with two gyroplane instructors – one to (train and) endorse you to take the practical test, and one to give you the practical test and SP endorsement. This only applies if your gyroplane meets the LSA criteria of weight, speed and number of seats.  (Pilots exercising Sport Pilot privileges must always have a gyroplane category and class PRIVELEDGES logbook endorsement before operating a gyroplane. Pilots exercising Sport Pilot privileges are limited to the specific make / model “set” of light-sport gyroplane they are operating.)  One advantage of this Sport Pilot privileges option is that no FAA medical will be required.

If your gyroplane does not meet the LSA requirements (weight, speed, etc.) you need an actual category and class rating on your Recreational or higher certificate.  Such a gyroplane cannot be flown with Sport Pilot privileges.  There are two additional options for you if you cannot fly your gyroplane as a Light Sport Aircraft:

Option 2)    “Grandfathered” Gyroplane RATING: This may be your easiest way – easier than the Sport Pilot Privilege option – but you must act quickly!  You have until August 31, 2005 to take action. Part 61.63 has been amended to allow for a “grandfather” period for pilots in this situation.  By August 31, 2005, you must have logged 5 hours as PIC in your gyroplane (specific make and model).  And, you must receive a logbook and FAA Form 8710-1 (Airman Application) endorsement from a CFI that you are proficient to fly that gyroplane make and model.  Then, by that date, you must submit those endorsements (and show logbook entries) to your FAA FSDO. You will then receive a category class rating on your pilot certificate, limited to that make and model gyroplane.  This involves no knowledge test, no flight test, and just one instructor – just submit the FAA Form 8710-1, Airman Application, along with documentation of the required logged hours and endorsement from a CFI.  But, you must complete this BEFORE August 31, 2005!  A disadvantage of this “Grandfathered RATING” option is that an FAA medical will still be required.

Option 3) The normal gyroplane category / class add-on rating process:  This requires the appropriate dual training flight hours, the required endorsements, and take a practical (oral and flight) test with a gyroplane Designated Examiner – see 14 CFR Part 61.63 for add-on rating details.  Getting this actual add-on rating is more involved, but then you are not legally limited to a specific make / model or “set” of gyroplanes.  Again, a disadvantage of this normal rating add-on is that an FAA medical will still be required.

Can you continue to fly a passenger in your 2-place gyroplane before you get the additional rating or SP privileges?  This is not clear! This may be one of those areas that, until the FAA issues more guidance, is not mandatory. But, the revised Part 61.31 went into effect on September 1, 2004 – so some may say it is currently mandatory!  However, the FAA is allowing a “grandfather” period until August 31, 2005, so others may argue it is not mandatory until that date! To avoid questions, you should get the proper category / class rating or SP privileges endorsement as soon as possible.

I suggest you review the revised 14 CFR Parts 61.31 and 61.63 language to understand exactly what you might need to do.  Those newly revised parts can be found on the Federal Registry or in any downloaded copy of the newly released SP/LSA rules available at http://www.faa.gov/avr/afs/SportPilot.

*  Minimum of 150 Hours of flight time as a pilot.  100 hours in powered aircraft of which 25 hours must be in gyroplanes.

*  100 hours of pilot-command-flight time whick include a least-
      *  10 hours in a gyroplane; and
      *  3 hours of cross-country in gyroplane.

*  Gyroplane instruction must include 20 hours-
       *  1 cross-country 2 hours greater than or equal to 50 nautical miles per day;
       *  3 hours and 10 take-offs and landings at night; and
       *  one cross-country flight of at least 2 hours in a gyroplane in night VFR conditions;
       *  5 hours instruments;
       *  3 hours prep for check ride.

*   CFI Recommendations

*   Flight Check

*   10 hours solo time.
        *  1 cross-country 3 points 1 leg greater than or equal to 50 nautical miles.
        *  5 hours night VFR 10 take-offs and landings with each landing involving a flight in the traffic pattern.

     Note: If a helicopter rating is held, the gyroplane rating becomes a class add-on with
     no specified minimum training. A flight instructor recommendation and FAA check
     ride is required.

*  100 hours of pilot-command-flight time whick include a least-
      *  10 hours in a gyroplane; and
      *  3 hours of cross-country in gyroplane.

*  Gyroplane instruction must include a minimum of 10 hours-
       *  1 cross-country 2 hours greater than or equal to 50 nautical miles per day;
       *  3 hours and 10 take-offs and landings at night; and
       *  one cross-country flight of at least 2 hours in a gyroplane in night VFR conditions;
       *  5 hours instruments;
       *  3 hours prep for check ride.

*   CFI Recommendations

*   Flight Check

*   10 hours solo time.
        *  1 cross-country 3 points 1 leg greater than or equal to 50 nautical miles.
        *  5 hours night VFR 10 take-offs and landings with each landing involving a flight in the traffic pattern.

     Note: If a helicopter rating is held, the gyroplane rating becomes a class add-on with
     no specified minimum training. A flight instructor recommendation and FAA check
     ride is required.
 
 

A . USE THIS FOR STUDENT PILOTS ONLY (NO OTHER PILOT RATING): Endorsement for
presolo flight training: FAR 61.87(c), I have given the above named student pilot the flight instruction required by FAR 61.87(c) in a Gyroplane. He/She has
demonstrated proficiency in the applicable maneuvers and procedures listed in FAR 61.87 (d) through () and is competent to make safe solo flights in a Gyroplane. This endorsement expires 90 days from issuance.
Date CFI Signature Cert# Exp

B . USE THIS FOR HOLDERS OF AN FAA PILOT CERTIFICATE: Endorsement for a pilot
who does not hold an appropriate Category/class rating to act as PIC of an aircraft in solo operations: FAR 61.31(d)(2) . I have given the above named pilot the instruction required for the first solo in a rotorcraft Gyroplane and find Him/her competent to solo Gyroplane.  This endorsement expires 90 days from issuance, is valid for Gyroplane only and does not authorize cross country flights over 25 miles from the point of departure without a specific endorsement.
Date CFI Signature Cert# Exp

Endorsement for solo (each additional 90 day period): FAR 61.87(m) . I have given the above named student pilot the instruction required by FAR 61.87(m) He/she has met the requirements of FAR 61.87(m) and is competent to make safe solo flights in Gyroplane. Date CFI Signature Cert# Exp

Endorsement for each solo cross country flight: FAR 61.93(D)(2)(1) . I have reviewed the preflight planning and preparation of the above named student pilot and attest that he/she is prepared to make the solo flight safely under the known circumstances from (location)to (destination) via (route of flight)
with landings at (names of applicable airports) in a Gyroplane on (date) Note: The instructor may want to stipulate additional conditions in the above endorsement.
Date CFI Signature Cert# Exp

Endorsement for each solo cross country flight: FAR 61.93(d)(2)(1) . I have reviewed the preflight preparations of the above named student pilot and attest that he/she is prepared to make the solo flight safely under the known circumstances from (location) to (destination) via (route of flight)
with landings at (names of applicable airports) in a Gyroplane on (date) Note: The instructor may want to stipulate additional conditions in the above endorsement. -
Date CFI Signature Cert# Exp
 
 

STUDENT GYROPLANE PILOT PRE-SOLO FLIGHT TRAINING REQUIREMENTS

Before being authorized to conduct a solo flight, a student pilot must have received and logged the
flight instruction required by FAR 61.37(c). The following endorsements indicate that this required
instruction has been received. Policy requires that this form be attached to the students logbook.
The entries do not have to be made in order and more than one entry may be made for a flight.

DATE         A/C#         HOURS  MANEUVERS & PROCEDURES FAR 61.87        CFI

(d)(I ) Flight preparation procedures.
(d)(I ) Preflight Inspections, powerplant operations & aircraft systems.
(d)(2) Taxiing or surface operations, including run ups.
(d)(3) Normal takeoffs and landings. '
(d)(3) Crosswind takeoffs and landings.
(d)(4) Straight and level flight.
(d)(4) Shallow and medium banked turns in both directions.
(d)(5) Climbs and climbing turns.
(d)(6) Airport patterns including arrival and departure procedures.
(d)(6) Collision and wake turbulence avoidance.
(d)(7) Descents with & without turns using high & low drag configurations.
(d)(8) Flight at various airspeeds from cruising to minimum controllable airspeed.
(d)(9) Emergency procedures and equipment malfunctions.
(d)(10) Ground reference maneuvers.
(g)(I ) Autorotatial descents with a power recovery or a running landing.
(g)(2) At least 3 successful flights in a Gyroplane under the observation of a qualified instructor.

*All hours logged above represent total flight time all of which is dual instruction conducted in day
VFR conditions unless noted. -

"I certify that I have received all of the above listed instruction as described"
Trainee Signature____________________ Date_______________

"I certify that I have given the above checked listed instruction as described"
CFI Signature___________________ Cert#______________ Exp___________
 
 

1. Logbook entry for Phase one flyoff.-The first thing we need to address with an experimental airplane is
our phase one fly off period. When our phase one period is over we need to make sure the required log
book entry is made so that we are legal to continue with phase two.

2. Condition Inspection -The next obvious inspection is our condition inspection.
This is to be performed every 12 calendar months by either the designated repairman or by an A&P
Mechanic.

3. ELT Batteries-ELT batteries must be changed when the transmitter is in use for more than one
cumulative hour or when 50% of the batteries useful life has been exceeded.

4. VOR check-If your airplane is IFR equipped within the preceding 30 days the VOR equipment must be
operationally check in accordance with FAR 91.171. Remember you should also maintain a record in the
airplane of this. I have always used a small spiral notepad.

5. Pitot Static Check-Again for IFR flight your pitot/static system needs to be checked within the
preceding 24 calendar months.

There are also some commonly missed placards that people overlook that you need in your airplane to be
legal.

1. Data Plates. This one seems like a "No- Brainer" but believe me, people forget them and inspectors
overlook them. If you refer to section 9 in AC20-27D the data plate needs to be fireproof. It also needs to
be mounted on the outside of the airplane near the tail and visible to a person standing on the ground.(
FAR 45.11)

2. EXPERIMENTAL - The word Experimental needs to be in a place where it is visible to all passengers
getting into the airplane. Minimum of 2" high letters. If you have two doors sticking this on one door and
not on the other doesn't work. You need to get it on both or somewhere in the cabin where it is visible
from both doors.

3. Passenger Warning- THIS AIRCRAFT IS AMATEUR-BUILT AND DOES NOT COMPLY WITH
THE FEDERAL SAFETY REGULATIONS FOR STANDARD AIRCRAFT. This warning must be in
full view of all passengers.

4. Compass card - This is the most common card to missing from airplanes, Experimental or Certified.
You need to have a compass deviation card in the airplane, displayed on or near the compass.

5. AROW- Airworthiness, Registration, Operating Limitations and Weight and Balance. Your
Airworthiness certificate needs to be displayed in full view of all passengers. Not buried in your logbook.
Operating Limitations refers to the Phase one, Phase two operating limitations that Your DAR gave you
when your airplane was signed off. Most pilots incorporate the Weight and Balance and their Pilot
Operation Handbook into one using Velocity's POH filled in with their own weight and balance data. If
you do this remember to put your N-number on the cover of the book.

Remember that even though we are all flying Experimental aircraft we have to abide by the rules. Missing
one of the above items could at the least ground the airplane if caught on an FAA ramp inspection. A pilot
flying that airplane could also face suspensions of their licensee and even though you pay your insurance it
could be null and void if your aircraft does not comply with these items. So check your airplane out and
keep up with those inspections.
 
 

RECOMMENDED STANDARD TRAFFIC PATTERNS AND PRACTICES FOR AERONAUTICAL OPERATIONS AT
AIRPORTS WITHOUT OPERATING CONTROL TOWERS
AC 90-66A -
Department of Transportation
Federal Aviation Administration
Initiated by: ATP-230

1. PURPOSE.
   This advisory circular (AC) calls attention to regulatory requirements and
recommended procedures for aeronautical operations at airports without operating
control towers. It recommends traffic patterns and operational procedures for
aircraft, lighter than air, glider, parachute, rotorcraft, and ultralight vehicle
operations where such use is not in conflict with existing procedures in effect at
those airports.

2. CANCELLATION.
   AC 90-66, Recommended Standard Traffic Patterns for Airplane Operations at
Uncontrolled Airports, dated February 27, 1975, is canceled.

3. PRINCIPAL CHANGES.
   This AC has been updated to reflect current procedures at airports without
operating control towers. Principal changes include: adding on "Other Traffic
Pattern" section, amending appendix charts to remain consistent with the Airman's
Information Manual (AIM), expanding the "Related Reading Material" section from
"airplane" to "aeronautical" operations, adding definition and references to Common
Traffic Advisory Frequency (CTAF), acknowledging straight-in approaches are not
prohibited but may be operationally advantageous, and adding a paragraph on wake
turbulence.

4. DEFINITIONS.
   a. Airports Without Operating Control Towers. Airports without control towers or
an airport with a control tower which is not operating. These airports are commonly
referred to as nontowered, uncontrolled, or part time towered airports.
   b. Common Traffic Advisory Frequency (CTAF). A frequency designed for the purpose
of carrying out airport advisory practices while operating to or from an airport
without an operating control tower. The CTAF may be a UNICOM, MULTICOM, flight
service station, or tower frequency and is identified in appropriate aeronautical
publications.

5. RELATED READING MATERIAL.
   a. Airport/Facility Directory (AFD).
   b. Airman's Information Manual (AIM).
   c. Fly Neighborly Guide, Helicopter Association International.
   d. Aviation USA, Aircraft Owners and Pilots Association (AOPA).
   e. State aviation publications.
   f. Various pilot guides.
   g. Pilot Operations at Nontowered Airports, AOPA Air Safety Foundation pamphlet.
   h. Guidelines for the Operation of Ultralight Vehicles at Existing Airports,
United States Ultralight Association.
   i. Facts for Pilots, United States Parachute Association.
   j. The latest addition of the following ACs also contain information applicable
to operations at airports without operating control towers:
      (1) AC 90-23, Aircraft Wake Turbulence.
      (2) AC 90-42, Traffic Advisory Practices at Airports Without Operating Control
Towers.
      (3) AC 90-48, Pilot's Role in Collision Avoidance.
      (4) AC 91-32, Safety In and Around Helicopters.
      (5) AC 103-6, Ultralight Vehicle Operations - Airports, Air Traffic Control,
and Weather.
      (6) AC 105-2, Sport Parachute Jumping.

6. BACKGROUND AND SCOPE.
   a. Regulatory provisions relating to traffic patterns are found in Parts 91, 93,
and 97 of the Federal Aviation Regulations (FAR). The airport traffic patterns
contained in Part 93 relate primarily to those airports where there is a need for
unique traffic pattern procedures not provided for in Part 91. Part 97 addresses
instrument approach procedures. At airports without operating control towers, Part
91 requires only that pilots of airplanes approaching to land make all turns to the
left unless light signals or visual markings indicate that turns should be made to
the right.
   b. The Federal Aviation Administration (FAA) believes that observance of a
standard traffic pattern and the use of CTAF procedures as detailed in AC 90-42 will
improve the safety and efficiency of aeronautical operations at airports without
operating control towers.

7. GENERAL OPERATING PRACTICES.
   a. Use of standard traffic patterns for all aircraft and CTAF procedures by radio
equipped aircraft are recommended at all airports without operating control towers.
However, it is recognized that other traffic patterns may already be in common use
at some airports or that special circumstances or conditions exist that may prevent
use of the standard traffic pattern.
   b. The use of any traffic pattern procedure does not alter the responsibility of
each pilot to see and avoid other aircraft. Pilots are encouraged to participate in
"Operation Lights On," which is a voluntary pilot safety program described in the
AIM designed to enhance the "see and avoid" requirement.
   c. As part of the preflight familiarization with all available information
concerning a flight, each pilot should review all appropriate publications (AFD,
AIM, Notices to Airmen (NOTAM), etc.), for pertinent information on current traffic
patterns at the departure and arrival airports.
   d. It is recommended that pilots utilize visual indicators, such as the segmented
circle, wind direction indicator, landing direction indicator, and traffic pattern
indicators which provide traffic pattern information.
   e. The FAA encourages pilots to use the standard traffic pattern. However, for
those pilots who choose to execute a straight-in approach, maneuvering for and
execution of the approach should be completed so as not to disrupt the flow of
arriving and departing traffic. Therefore, pilots operating in the traffic pattern
should be alert at all times to aircraft executing straight-in approaches.
   f. Pilots who wish to conduct instrument approaches should be particularly alert
for other aircraft in the pattern so as to avoid interrupting the flow of traffic.
Position reports on the CTAF should include distance and direction from the airport,
as well as the pilot's intentions upon completion of the approach.
   g. Pilots of inbound nonradio equipped aircraft should determine the runway in
use prior to entering the traffic pattern by observing the landing direction
indicator or by other means. Pilots should be aware that procedures at airports
without operating control towers generally do not require the use of two-way radios;
therefore, pilots should be especially vigilant for other aircraft while operating
in the traffic pattern. h. Wake turbulence is generated by all aircraft. Therefore,
pilots should expect to encounter turbulence while operating in a traffic pattern
and in proximity to other aircraft. Aircraft components and equipment can be damaged
by wake turbulence. In flight, avoid the area below and behind the aircraft
generating turbulence especially at low altitude where even a momentary wake
encounter can be hazardous. All operators should be aware of the potential adverse
effects that their wake, rotor or propeller turbulence has on light aircraft and
ultralight vehicles,

8. RECOMMENDED STANDARD TRAFFIC PATTERN.
   Airport owners and operators, in coordination with the FAA, are responsible for
establishing traffic patterns. However, the FAA encourages airport owners and
operators to establish traffic patterns as recommended in this AC. Further, left
traffic patterns should be established except where obstacles, terrain, and noise
sensitive areas dictate otherwise. Appendix 1 contains diagrams for recommended
standard traffic patterns.
   a. Prior to entering the traffic pattern at an airport without an operating
control tower, aircraft should avoid the flow of traffic until established on the
entry leg. For example, wind and landing direction indicators can be checked while
at an altitude above the traffic pattern. When the proper traffic pattern direction
has been determined, the pilot should then proceed to a point well clear of the
pattern before descending to the pattern altitude.
   b. Arriving aircraft should be at the appropriate traffic pattern altitude before
entering the traffic pattern. Entry to the downwind leg should be at a 45 degree
angle abeam the midpoint of the runway.
   c. It is recommended that airplanes observe a 1000 foot above ground level (AGL)
traffic pattern altitude. Large and turbine powered airplanes should enter the
traffic pattern at an altitude of 1,500 feet AGL or 500 feet above the established
pattern altitude. A pilot may vary the size of the traffic pattern depending on the
aircraft's performance characteristics.
   d. The traffic pattern altitude should be maintained until the aircraft is at
least abeam the approach end of the landing runway on the downwind leg.
   e. The base leg turn should commence when the aircraft is at a point
approximately 45 degrees relative bearing from the runway threshold.
   f. Landing and takeoff should be accomplished on the operating runway most nearly
aligned into the wind. However, if a secondary runway is used, pilots using the
secondary runway should avoid the flow of traffic to the runway most nearly aligned
into the wind.
   g. Airplanes on takeoff should continue straight ahead until beyond the departure
end of the runway. Aircraft executing a go-around maneuver should continue straight
ahead, beyond the departure end of the runway, with the pilot maintaining awareness
of other traffic so as not to conflict with those established in the pattern. In
cases where a go-around was caused by an aircraft on the runway, maneuvering
parallel to the runway may be required to maintain visual contact with the
conflicting aircraft.
   h. Airplanes remaining in the traffic pattern should not commence a turn to the
crosswind leg until beyond the departure end of the runway and within 300 feet below
traffic pattern altitude, with the pilot ensuring that the turn to downwind leg will
be made at the traffic pattern altitude.
   i. When departing the traffic pattern, airplanes should continue straight out or
exit with a 45  left turn (right turn for right traffic pattern) beyond the
departure end of the runway after reaching pattern altitude. Pilots need to be aware
of any traffic entering the traffic pattern prior to commencing a turn.
   j. Airplanes should not be operated in the traffic pattern at an indicated
airspeed of more than 200 knots (230 mph).
   k. Throughout the traffic pattern, right of way rules apply as stated in FAR Part
91.113. Any aircraft in distress has the right of way over all other aircraft. In
addition, when converging aircraft are of different categories, a balloon has the
right of way over any other category of aircraft; a glider has the right of way over
an airship, airplane, or rotorcraft; and an airship has the right of way over an
airplane or rotorcraft.

9. OTHER TRAFFIC PATTERNS.
   Airport operators routinely establish local procedures for the operation of
gliders, parachutists, lighter than air aircraft, helicopters, and ultralight
vehicles. Appendices 2 and 3 illustrate these operations as they relate to
recommended standard traffic patterns.
   a. Rotorcraft.
      (1) In the case of a helicopter approaching to land, the pilot must avoid the
flow of fixed wing aircraft and land on a marked helipad or suitable clear area.
Pilots should be aware that at some airports, the only suitable landing area is the
runway.
      (2) All pilots should be aware that rotorcraft may fly slower and approach at
steeper angles than airplanes. Air taxi is the preferred method for helicopter
ground movements which enables the pilot to proceed at an optimum airspeed, minimize
downwash effect, and conserve fuel. However, flight over aircraft, vehicles, and
personnel should be avoided.
      (3) In the case of a gyrocopter approaching to land, the pilot should avoid
the flow of fixed wing aircraft until turning final for the active runway.
      (4) A helicopter operating in the traffic pattern may fly a pattern similar to
the airplane pattern at a lower altitude (500 AGL) and closer to the airport. This
pattern may be on the opposite side of the runway with turns in the opposite
direction if local policy permits.
      (5) Both classes of rotorcraft can be expected to practice power off landing
(autorotation) which will involve a very steep angle of approach and high rate of
descent (1,500 - 2,000 feet/minute).
   b. Gliders.
      (1) A glider, including the tow aircraft during towing operations, has the
right of way over powered aircraft.
      (2) If the same runway is used by both airplanes and gliders, the glider
traffic pattern will be inside the pattern of engine driven aircraft. If a "Glider
Operating Area" is established to one side of a powered aircraft runway, the glider
pattern will normally be on the side of the airport closest to the "Glider Operating
Area." This will allow gliders to fly the same direction traffic pattern as powered
aircraft in one wind condition and necessitate a separate opposing direction traffic
pattern in the opposite wind condition. (See examples in Appendix 2, Glider
Operations).
      (3) Typically, glider traffic patterns have entry points (initial points) from
600 to 1,000 feet AGL.
   c. Ultralight Vehicles.
      (1) In accordance with FAR Part 103, ultralight vehicles are required to yield
the right of way to all aircraft.
      (2) Ultralight vehicles should fly the rectangular pattern as described in
Appendix 2. Pattern altitude should be 500 feet below and inside the standard
pattern altitude established for the airport. An ultralight pattern with its own
dedicated landing area will typically have a lower traffic pattern parallel to the
standard pattern with turns in the opposite direction.
      (3) All pilots should be aware that ultralights will fly significantly slower
than airplanes. In addition, ultralights may also exhibit very steep takeoff and
approach angles. Turns may be executed near the end of the runway in order to clear
the area expediently.
   d. Lighter Than Air Aircraft.
      (1) A balloon has the right of way over any other category of aircraft and
does not follow a standard traffic pattern.
      (2) Due to limited maneuverability, airships do not normally fly a standard
traffic pattern. However, if a standard traffic pattern is flown, it will be at an
airspeed below most other aircraft.
   e. Parachute Operations.
      (1) All activities are normally conducted under a NOTAM noting the location,
altitudes, and time or duration of jump operations. The Airport/Facility Directory
lists airports where permanent drop zones are located.
      (2) Jumpers normally exit the aircraft either above, or well upwind of, the
airport and at altitudes well above traffic pattern altitude. Parachutes are
normally deployed between 2,000 feet and 5,000 feet AGL and can be expected to be
below 3,000 feet AGL within 2 miles of the airport.
      (3) Pilots of jump aircraft are required by Part 105 to establish two-way
radio communications with the air traffic control facility or Flight Service Station
which has jurisdiction over the affected airspace prior to jump operations for the
purpose of receiving information in the aircraft about known air traffic in the
vicinity. In addition, when jump aircraft are operating at or in the vicinity of an
airport, pilots are also encouraged to provide advisory information on the CTAF,
i.e., "Chambersburg traffic, jumpers away over Chambersburg."
      (4) When a drop zone has been established on an airport, parachutists are
expected to land within the drop zone. At airports that have not established drop
zones, parachutists should avoid landing on runways, taxiways, aprons, and their
associated safety areas. Pilots and parachutists should both be aware of the limited
flight performance of parachutes and take steps to avoid any potential conflicts
between aircraft and parachute operations.
      (5) Appendix 3 diagrams operations conducted by parachutists.

/s/
Harold W. Becker
Acting Director, Air Traffic
Rules and Procedures Service

NOTICE ** Be aware of the fact when making a major alteration or change you will need to refur to you operating limitations that was issued to your aircraft at time of certification for guidance on how to make the major alteration or change legal with the FAA.  There has been a change in the FAA Order 8130.2E when issueing the operating limitations that addresses major changes or alterations.  Below is a copy of the new change.

                     REF: FAA Order 8130.3E-- January 23, 2003
(19) After incorporating a major change as described in § 21.93, the aircraft owner is
required to reestablish compliance with § 91.319(b) and notify the geographically
responsible FSDO of the location of the proposed test area. The aircraft owner must
obtain concurrence from the FSDO as to the suitability of the proposed test area. If the
major change includes installing a different make and model of engine or propeller, the
aircraft owner must fill out a revised Form 8130-6 to update the aircraft's file in the FAA
Aircraft Registry. All operations must be conducted under day VFR conditions in a sparsely
populated area. The aircraft must remain in flight test for a minimum of 5 hours or for the
time the FSDO assigns. Persons nonessential to the flight must not be carried. The aircraft
owner must make a detailed logbook entry describing the change before the test flight.
Following satisfactory completion of the required number of flight hours in the flight test
area, the pilot must certify in the records that the aircraft has been shown to comply with §
91.319(b). Compliance with § 91.319(b) must be recorded in the aircraft records with the
following, or a similarly worded, statement: "I certify that the prescribed flight test hours
have been completed and the aircraft is controllable throughout its normal range of
speeds and throughout all maneuvers to be executed, has no hazardous characteristics
or design features, and is safe for operation. The following aircraft operating data has
been demonstrated during the flight testing: speeds Vso ______, Vx ______, and Vy
______, and the weight ______, and CG location ______ at which they were obtained."