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(1) Federal Aviation Regulations, together with State and City regulations, are the guiding rules for all flying at the Provo Municipal Airport.

(2) The Airport Manager will be the final authority in the interpretation of City rules.

(3) Provo City and the Airport Manager assume no responsibility for damages or theft done to aircraft or other vehicles operated or parked at the Provo Airport.

(4) The field is open to the flying public, day and night, weather permitting.

(5) Tie downs are available and mandatory for both permanent and transient aircraft.

(6) Cars must be kept off the ramp, taxiways and runways except for official vehicles on duty. Nonofficial vehicles may be driven to an aircraft for passenger/baggage loading and unloading. Drivers will proceed carefully through access gates and observe a speed limit of twenty (20) miles per hour while inside the fenced area. Upon completion of the passenger/baggage transfer, the vehicle will be driven to a designated parking area.

(7) There shall be no maintenance for profit conducted on the ramp or in aircraft hangars. This is not meant to prohibit aircraft owners from performing routine caretaking functions such as oil changes, minor adjustments, washing, waxing and the like. However, repairs to aircraft requiring the expertise of a licensed airframe and/or power plant mechanic shall only be performed by those commercial operators licensed to so operate on the airport in their facilities.

(8) Navigational and flight operations aids.

(a) A UNICOM is operational during daylight hours daily except Sunday on a frequency of one hundred twenty-two and eight-tenths (122.8) MHZ. The active runway, wind direction and velocity, together with other necessary information may be obtained. Communication between pilots and the UNICOM operator is encouraged to ensure all aircraft operating in the vicinity of the airport are aware of each other’s presence and of the current airport information.

(b) A terminal VOR navigational aid is located on the airfield and operates twenty-four (24) hours per day on a frequency of one hundred eight and four-tenths (108.4) MHZ.

(c) A landing direction indicator identifies the runway most closely aligned with the wind. The wind sock, located in close proximity to the LDI indicates the approximate wind velocity. Should the LDI seem to be inoperative, check the wind sock and request further information through the UNICOM.

(d) Runways 13/31 and 18/36 are lighted as are their appropriate taxiways. During the hours of darkness, the lights on runway 13/31 are on continuously. Other runway and taxiway lighting is activated by keying the microphone rapidly five (5) times on the UNICOM frequency (one hundred twenty-two and eight-tenths (122.8) MHZ). The lights will remain illuminated for approximately fifteen (15) minutes. Should they go off, immediately key the mike again to reestablish the circuit. Check the LDI to determine the runway most aligned with the wind direction.

(e) Visual Approach Slope Indicators are installed on runways 13/31 and 18/36. These can be activated at any time by keying the microphone rapidly five (5) times on the UNICOM frequency. The VASIs will remain on for approximately fifteen (15) minutes.

(f) An Automated Weather Observation Station (AWOS-3) is operational twenty-four (24) hours per day and can be accessed on VHF frequency one hundred thirty-five and seventeen hundredths (135.17) or by telephone (801) 373-9732.

(9) Both left and right traffic patterns occur at the Provo Airport. Pilots should monitor the UNICOM frequency, broadcast location and intentions, and report on the downwind leg.

(10) Visual traffic pattern procedures, as recommended by the Federal Aviation Administration Advisory Circular 90-66, are as outlined below:

(a) Enter pattern in level flight on downwing leg, abeam the mid point of the runway, at pattern altitude (one thousand (1,000) feet AGL).

(b) Maintain pattern altitude until abeam approach end of the landing runway. Base leg should be perpendicular to the landing runway.

(c) Complete turn to final at least one-quarter (1/4) mile from runway.

(d) For low approach continue straight ahead until beyond departure end of runway.

(e) If remaining in the traffic pattern, commence turn to crosswind leg beyond the departure end of the runway, within three hundred (300) feet of the pattern altitude.

(f) If departing the traffic pattern, continue straight out, or exit with an appropriate forty-five (45) degree turn beyond the departure end of the runway, after reaching pattern altitude.

(11) Instrument approach procedures, as recommended by the Federal Aviation Administration, are as outlined below:

(a) When weather is below basic VFR minimums Salt Lake Air Traffic Control shall retain communication on their frequency since it is their responsibility to control separation under such conditions.

(b) When weather is at or above basis VFR minimums, pilots of aircraft flying practice instrument approaches in VFR conditions (VOR or ILS) at the Provo Municipal Airport will adhere to the following procedures:

(i) Obtain clearance for the approach from Salt Lake City Approach Control (one hundred eighteen and eighty-five-hundredths (118.85 MHZ). Approach Control will normally release aircraft to Provo Unicom (one hundred twenty-two and eight-tenths (122.8) MHZ) at about ten (10) NM from runway.

(ii) Monitor Provo UNICOM throughout the approach to ascertain the positions and intentions of visual traffic in the pattern.

(iii) Pilots of instrument approach aircraft will announce their arrival at each of the following points:

(A) As soon as released by approach control at about ten (10) NM from end of runway.

(B) At the final approach fix in-bound (LALEE intersections on the ILS approach; or OREMS intersection on the VOR-A and VOR DME approach).

(C) Visually, approximately two (2) NM from end of runway. At this point, they will state their intentions, i.e., full stop landing, touch and go, or low approach.

(iv) When instrument approach aircraft reach position #3 above, [(11)(b)(iii)(3)] all traffic in the visual traffic pattern will adjust so as to give way to the instrument approach aircraft.

(v) The instrument approach aircraft may continue to landing, touch and go, or low approach as desired.

(vi) Instrument approach aircraft will be expected to fly the published missed approach procedure or enter the normal visual traffic pattern following a low approach. Touch and go traffic must either depart the airfield normally or enter the normal visual traffic pattern.

(12) The Provo Municipal Airport is an uncontrolled facility. Therefore, at all times, pilots must adhere to the “see and be seen” concept.

(13) Student training is in progress daily. Taxi slowly and obtain active runway information through the UNICOM or visual observation of the LDI or aircraft in the traffic pattern. Prior to taxiing onto the active runway for takeoff, look for landing traffic. Landing traffic has the right-of-way.

(14) Takeoffs beginning at runway intersections are prohibited.

(15) When enplaning or deplaning, pilots will shut down all engines to ensure the safety of people around the aircraft.

(16) Pilots are encouraged to check the weather and file a flight plan for cross country flights. Be sure to close the flight plan upon landing. For convenience, all FBOs have direct lines to the flight service. When the FBOs are not operating, the night service telephone number will be found in the outside telephone booth.

(17) Runway “13” is hereby designated as the “Calm wind” runway at the Provo Municipal Airport. During the calm wind conditions, all normal traffic will use Runway "13."

(18) Violations to the above rules should be reported to the Airport Manager.

(Am 1994-72, Am 2002-52)