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following limitations are to be included in the Certificate of Waiver.
• Comply with 14 CFR section 91.119, Minimum Safe Altitudes: General.
• Before conducting towing operations within Class B, C, or D airspace, each pilot will establish
and maintain two-way radio communications with Air Traffic Control (ATC) for coordination
purposes and additional instructions or clearances as required by ATC.
Before conducting banner operations:
• The authorization holder will sign and comply with any ATC banner tow operator’s Letter of
Agreement
• ATC Letters of Agreement or, a copy, will be carried aboard the aircraft during banner tow
operations
• Banner tow operations will be conducted during day visual flight rules (VFR)
• At no time will an aircraft towing a banner fly directly over another aircraft or fly under another
aircraft towing a banner
• Banner tow operations at airports will be conducted in accordance with ATC clearance or the
local standard traffic pattern procedures established by airport management
• All pilots of banner tow aircraft must adhere to the regulatory requirements regarding seeing
and avoiding other aircraft (14 CFR section 91.113(b))
• All banner tow operators will meet with the issuing FSDO as required to discuss amended,
changed, new regulations, flight patterns, TFR’s, or other data deemed necessary by the FSDO
4-4
FIGURE 4-1. SUGGESTIONS FOR BANNER TOW TRAINING SYLLABUS
Description of sample flight training for banner tow pilots. Some areas may not be applicable in all
situations and additional areas may be added.
I. Hands-on Training for Special Equipment for Tow Aircraft.
A. Traffic Patterns. The pilot is trained to maintain an accurate pattern altitude in the traffic
pattern while towing a banner.
B. Banner Pickup Maneuver: Swings.
1. The pilot should practice swings. This is accomplished without a hook installed on the
aircraft and is designed to produce an understanding of the visual cues associated with a banner
pick-up maneuver.
2. The pilot should fly swings with a hook installed on the aircraft. During this time there is a
ground support person, with a radio, positioned in the vicinity of the poles providing precise
information about the height of the hook during the maneuver and whether the swing was early
or late.
3. When the instructor considers that the pilot has the mental picture and understanding of the
swing, the pilot should complete actual pickups and drops of a banner with the instructor
monitoring the maneuver and providing additional instruction as required.
4. The pilot in training should fly actual banner flights accompanied by a qualified banner tow
pilot if possible. This banner flight time should teach the pilot:
a. Familiarization of banner routes, check points or landmarks
b. Fuel management
c. ATC procedures and communications
d. If flights are conducted with two people in the cockpit, limiting the banner must be
considered to compensate for the weight of the extra person. Aircraft must be operated
within its weight and balance limitations.
II. Solo Work.
A. Upon completion of training, the pilot will complete pickups and drops while a check pilot
monitors the maneuvers from a ground location near the pickup poles and provides instruction as
necessary.
B. The pilot should include upper air work including power on and off stalls, slow flight, steep
turns, as well as takeoffs and landings. This provides awareness and appreciation of the flight
characteristics of the aircraft.
4-5
FIGURE 4-2. SAMPLE OF PRE-FLIGHT AND POST-FLIGHT CHECKLIST OF
BANNER TOW EQUIPMENT
The following is a suggested checklist. Its purpose is to help the banner tow operator better understand
the importance of the pre and post flight inspection of the equipment used in banner towing. It is NOT
intended to replace or supersede the current FAA approved Aircraft Flight Manual, Pilot Operating
Handbook, or Rotorcraft Flight Manual for the aircraft being flown. No person may operate a civil
aircraft without complying with the Abnormal/Emergency procedures.
a. If a safety link is used, the safety link should be closely checked following each flight. When a
heavy load has been exerted on the safety link the ends of the link will bend out of their parallel
position. High winds, excessive speeds, and extra large or extra long signs, may cause the load limits
of the link to be exceeded.
b. Check the ends of the tow-lines, hook lines, and/or grapple lines frequently for wear. Examine
the hemming of the letter fabric. If an edge is snagged or coming loose at the hem, repair it before the
next flight.
　
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