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as several pounds to as large as a commercial
transport aircraft. UAS come in various categories
including airplane, rotorcraft, powered−lift (tilt−
rotor), and lighter−than−air. Propulsion systems of
UAS include a broad range of alternatives from
piston powered and turbojet engines to battery and
solar−powered electric motors.
5.2 To ensure segregation of UAS operations from
other aircraft, the military typically conducts UAS
operations within restricted or other special use
airspace. However, UAS operations are now being
approved in the NAS outside of special use airspace
through the use of FAA−issued Certificates of Waiver
or Authorization (COA) or through the issuance of a
special airworthiness certificate. COA and special
airworthiness approvals authorize UAS flight
operations to be contained within specific geographic
boundaries and altitudes, usually require coordination
with an ATC facility, and typically require the
issuance of a NOTAM describing the operation to be
conducted. UAS approvals also require observers to
provide “see−and−avoid” capability to the UAS crew
and to provide the necessary compliance with 14 CFR
Section 91.113. For UAS operations approved at or
31 JULY 08
AIP ENR 5.7−3
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
above FL180, UAS operate under the same
requirements as that of manned aircraft (i.e., flights
are operated under instrument flight rules, are in
communication with ATC, and are appropriately
equipped).
5.3 UAS operations may be approved at either
controlled or uncontrolled airports and are typically
disseminated by NOTAM. In all cases, approved
UAS operations shall comply with all applicable
regulations and/or special provisions specified in the
COA or in the operating limitations of the special
airworthiness certificate. At uncontrolled airports,
UAS operations are advised to operate well clear of
all known manned aircraft operations. Pilots of
manned aircraft are advised to follow normal
operating procedures and are urged to monitor the
CTAF for any potential UAS activity. At controlled
airports, local ATC procedures may be in place to
handle UAS operations and should not require any
special procedures from manned aircraft entering or
departing the traffic pattern or operating in the
vicinity of the airport.
5.4 In addition to approved UAS operations
described above, a recently approved agreement
between the FAA and the Department of Defense
authorizes small UAS operations wholly contained
within Class G airspace, and in no instance, greater
than 1200 feet AGL over military owned or leased
property. These operations do not require any special
authorization as long as the UA remains within the
lateral boundaries of the military installation as well
as other provisions including the issuance of a
NOTAM. Unlike special use airspace, these areas
may not be depicted on an aeronautical chart.
5.5 There are several factors a pilot should consider
regarding UAS activity in an effort to reduce
potential flight hazards. Pilots are urged to exercise
increased vigilance when operating in the vicinity of
restricted or other special use airspace, military
operations areas, and any military installation. Areas
with a preponderance of UAS activity are typically
noted on sectional charts advising pilots of this
activity. Since the size of a UA can be very small, they
may be difficult to see and track. If a UA is
encountered during flight, as with manned aircraft,
never assume that the pilot or crew of the UAS can see
you, maintain increased vigilance with the UA and
always be prepared for evasive action if necessary.
Always check NOTAMs for potential UAS activity
along the intended route of flight and exercise
increased vigilance in areas specified in the NOTAM.
6. Mountain Flying
6.1 Your first experience of flying over mountainous
terrain (particularly if most of your flight time has
been over the flatlands of the midwest) could be a
never-to-be-forgotten nightmare if proper planning is
not done and if you are not aware of the potential
hazards awaiting. Those familiar section lines are not
present in the mountains; those flat, level fields for
forced landings are practically nonexistent; abrupt
changes in wind direction and velocity occur; severe
updrafts and downdrafts are common, particularly
near or above abrupt changes of terrain such as cliffs
or rugged areas; even the clouds look different and
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