Flight Manual

Flight Operations Manual

Western Michigan University College of Aviation Battle Creek, Michigan

01/03/2008

Western Michigan University College of Aviation Policy Statement on Safety “Aviation in itself is not inherently dangerous. But to a degree even greater than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect.” Captain A. G. Lamplugh, British Aviation Insurance Group, London. Circa early 1930’s

Sailors have traversed the world’s seas for many more years than airmen have flown above them. Yet, every year, sailors, young and old, are lost to those seas. And, so it is with those who fly. The art of the airman, like the art of the sailor, is employed in an unforgiving environment fully deserving of the utmost respect. We at the College of Aviation have a charter to educate young people, to prepare them for a career in that environment. In so doing, we accept a level of risk that equipment may be damaged or personnel injured. In the recognition, measurement and management of that risk, we not only address the hazards that affect our operation directly, but we also set the tone for the safety culture of the college. By extension, we address the individual pilot’s approach to flying and their personal safety focus. From the SOP’s that are established to the manner in which we comply with those SOP’s, we all have a hand in reinforcing (or minimizing) the importance to our students of managing the inherent risk. Actions truly do speak louder than words. The student who observes his instructor selectively complying with SOP’s will surely become the graduate with the same approach to procedures. Procedures are put into place by institutions in order to manage risk by legislating away the riskier options. Compliance with those procedures by the more experienced instructor, all the time, every time, will set the example for the student not only during his/her training, but also imbed the practice of compliance for the future. In the broader sense, the establishment and maintenance of a healthy culture of safety in the college is the responsibility of everyone employed by or educated at the college. A healthy safety culture is, fundamentally, a matter of situational awareness on an institutional as well as individual level. It is the acknowledgement that an act may have unintended and adverse consequences followed by appropriate actions to mitigate that risk to an acceptable level. At the College of Aviation, safety is at the core of what we do. Our focus on safety is by no means a theoretical exercise; it is a very pragmatic one. Without a safe operation we will quickly cease to be able to operate. It is that simple and that important.

Safety is at the core of what we do.

Captain Dave Powell Interim Dean

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TABLE OF CONTENTS WMU Part 1 – Definitions & Abbreviations WMU 1.1

General Abbreviations ........................................

1-1

WMU Part 61 – General Information WMU61.1 WMU61.5

WMU61.9 WMU61.13

WMU61.17

WMU61.21

WMU61.25

WMU61.29 WMU61.33 CHANGE 12

Applicability ......................................................... Flight Information File System .......................... A. Responsibility for Use of System B. Purpose of System C. Contents of System D. Use of System. Professional Code of Conduct ............................ Alcohol, Drug, and Smoking Policy ................... A. Substance Abuse and Alcohol Misuse Policy B. Impairment Policy C. Smoking Policy College of Aviation Safety Committee ............... A. Makeup of Committee B. Responsibilities of Committee C. Reporting Safety Concerns D. Scope of Reporting Forms Flight Course Transfer/Previous Experience Credit A. Basis of Credit B. Credit From Accredited College or University C. Evaluation of Previous Experience D. Future Credit E. Minimum Required Lessons F. Minimum Course Enrollment Ground Course Transfer/Previous Experience Credit A. Basis of Credit B. College Transfer Credit C. Credit By Exam Guidelines D. Credit By Exam Limitations Flight/Ground Course Registration ................... A. Application Process B. Selection and Enrollment Process Flight Fee Policy................................................... i

61-1 61-1

61-1 61-2

61-2

61-3

61-4

61-4 61-5 01-03-2008

WMU61.37

WMU61.41

WMU61.43 WMU61.45

WMU61.49 WMU61.53

WMU61.57

WMU61.59

CHANGE 12

A. Flight Fee Assessment and Charges B. Flight Account Balances C. Maintaining a Positive Balance D. Transferring Fees Back to University Accounts E. Change of Flight Fees F. Fuel Surcharges G. Administrative Fees H. Use of Flight Fees I. Refund of Flight Fees Flight/Ground Course Attendance Policies....... A. Ground Course Attendance B. Flight Course Attendance C. Approval for Planned Absences D. Additional Information Flight/Ground Course Completion Policy......... A. Issue of Grades B. Issue of Incomplete Grades C. Removal of Incomplete Grades Flight Course Abandonment .............................. A. Flight Course Completion Expectations B. Closing Training Records Due to Lack of Activity Training Lesson Preparation.............................. A. Preparation Prior to Lesson B. Weather Briefings C. Solo/Team-Ride Lesson Preparation Piloting University Aircraft ................................ A. Who May Fly University Aircraft B. Exceptions For Special Circumstances Passengers and Team Riding Operations.......... A. Students or Guests Observing Dual Flights B. Team Rider Restrictions C. Designated Solo Flight Lessons Pilot Training Records ........................................ A. Maintaining Training Records B. Verification of Lesson Content C. Personal Pilot Logbook D. ETA-Talon Passwords and PINs E. Maintaining ETA-Talon Accounts Logging of Time ................................................... A. Consistency in Logging Time B. Logging of AATD and FTD Time

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61-7

61-7 61-7

61-8 61-8

61-9

61-10

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C. Logging of “DPIC” Flight Time D. Common Mistakes in Logging Time WMU61.63 Scheduling and Utilization of Resources ........... A. General B. Building the Schedule C. Flying the Schedule D. Priority of Resources WMU61.69 Stage Check Policies and Procedures ................ A. Scheduling of Stage and Prog Checks B. Performance on Stage and Prog Checks

61-11

61-12

WMU Part 71 – Airports WMU71.1 WMU71.6

Applicability ......................................................... Restricted Airports, Runways, and Sod Fields . A. Approved Sod Fields and Runways B. Landing Surface Restrictions Non-Complex Aircraft C. Landing Surface Restrictions Complex Aircraft D. Greater Runway Lengths Required E. Off Limit Airports F. Restrictions Of Use – Training & Non-Training Flights WMU71.11 Approved Training Airports .............................. A. Table of Airports B. Approved Airport List Discrepancies WMU71.16 Kalamazoo TRSA Operations ............................

71-1 71-1

71-2 71-6

WMU Part 91 – Flight Operation Procedures WMU91.1 WMU91.6

WMU91.11 WMU91.13

WMU91.15 WMU91.17

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Applicability ......................................................... Careless and Reckless Operations...................... A. Termination of Unsafe Acts B. Regulation Adherence C. Violation of Regulations Responsibility of Pilot in Command .................. Safety of Flight – Personal Minimums .............. A. Pilot Expectation To Understand Personal Minimums B. Personal Evaluation & Reviewing Personal Minimums C. Personal Minimums Resources Safety of Flight –Video Taping in Flight ........... Operations During Medical Deficiency or Fatigue A. Required Rest Period iii

91-1 91-1

91-1 91-1

91-2 91-2

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WMU91.21

WMU91.26

WMU91.31

WMU91.36

WMU91.41

WMU91.43

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B. Rest, Illness, or Emotional Duress C. Physiological/Psychological Concerns D. Influence of Drug and Alcohol E. Reporting of Illness F. Nutrition G. Stress and Mental Pressure Facility Security and Safety ................................ 91-3 A. Display of COA Identification Card B. Visitor Registration C. Blocking Open Doors D. Operation of Hangar Doors E. Safety of Hangar Doors Pedestrian Ramp Safety ...................................... 91-3 A. Awareness of Ramp Hazards B. Avoidance of Distractions C. Cell/Mobile Phone Usage D. Lightning and Ramp Safety Aircraft/FTD Utilization and Cancellation Procedures 91-4 A. Reservation of Aircraft/FTDs B. Cancellations C. Planned Absences D. Aircraft Priority E. Charges and Penalties Supervision of Training Flights.......................... 91-5 A. Supervision of All Flights B. Solo Training Supervision C. After Hours Supervision Aircraft/FTD Dispatching................................... 91-6 A. Requirement of Dispatching B. Requirement of DI to Authorize Solo and Non-Dual Flights C. Authorization of Flight D. Presentation of Documentations E. Positive Identification F. Computer Dispatch G. Aircraft/FTD Clipboard and Key H. Clipboard Procedures I. Receiving of Flights J. ETA-Talon Activity Completion K. Aircraft/FTD Key Security Effective Dispatching of Aircraft ....................... 91.7 A. Computerized Dispatching

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WMU91.51

WMU91.56

WMU91.61

WMU91.66

WMU91.71 WMU91.75 WMU91.76

WMU91.81

WMU91.91

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B. Accommodations For Make & Model of Aircraft C. Special Dispatching Requests Company Radio Frequencies.............................. A. Radio Frequencies and Dispatch Uses B. Position Reporting C. Prohibited Uses of Frequencies D. Other Users of Frequencies After Hours and Overnight Flight Operations . A. Definition of After Hours Operations B. After Hours Procedure - Approval C. After Hours Procedure - Preflight D. After Hours Procedure – Postflight E. Requirement of Rest F. Prohibited Operations Day Weather Minimums & Restrictions - VFR A. Basic VFR Weather Minimums B. Non-Dual Flight Minimums C. Instructor Authorization Night Weather Minimums - VFR....................... A. Flights in Airport Traffic Pattern B. Flights in Practice Areas C. Flights Beyond Practice Areas Special VFR Procedures...................................... A. Required Permission B. Reporting of Event Without Permission IFR Flight – General ........................................... Weather Minimums - IFR................................... A. General IFR Weather Minimums B. Reduced Minimums C. Deterioration of Weather Conditions D. University Transportation Flights E. Approval For IMC Operations Restrictions to Flight – IFR ................................ A. Prohibited Maneuvers in Cloud B. Prohibited Maneuvers in Less Than VFR C. Multi-Engine Power Loss Restrictions Additional Night Flight Restrictions.................. A. BTL & AZO Traffic Patterns B. Prohibited Operations C. Multi Engine Prohibited Maneuvers D. Multi Engine Restrictions

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WMU91.96 Cold Weather Aircraft Operating Restrictions 91-13 A. Minimum Operating Temperature B. Minimum Operating Wind Chill C. Winter Flying Operation Concerns WMU91.101 Propeller Safety During Cold Weather Preflight 91-13 A. Restriction of Loosening the Oil B. Care of Moving the Propeller WMU91.106 Flight in Icing Conditions ................................... 91-13 A. Flight Into Known Icing B. Flight in Forecast Freezing Rain or Freezing Drizzle C. Icing Encounter Actions D. Seneca Operations in Icing E. Reporting of Icing Encounters F. Reporting of Negative Icing WMU91.111 Flight in Thunderstorms, Heavy Precipitation Windshear and Microburst............................................................ 91-14 A. Pilot Considerations B. Takeoff Approaches and Landings C. Prohibition of Flight Into Known Windshear or Microburst WMU91.116 Appearance and Clothing ................................... 91-14 A. Pilot Appearance B. Requirements for Training Flights C. Requirements for Personal Use Flights D. Dress for Cold Weather Conditions WMU91.121 Flight Plan Information ...................................... 91-15 A. Flight Plan Requirements – Solo or PIC B. Flight Plan Requirements – Dual Flights C. Round Robin Flight Plans B. After Hours Flights WMU91.126 Aircraft Preflight Action..................................... 91-15 A. Line Inspection B. Straining Fuel – GATS Jar Usage C. Time to Maintenance Inspection D. Aircraft Condition Report E. Confirming Time to Inspections in the Aircraft Condition Report F. Reporting of Discrepancies G. Securing Items in the Cockpit WMU91.131 Aircraft Airworthiness & Maintenance Inspections 91-16 A. General B. Reviewing the Aircraft Tin

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WMU91.136

WMU91.141 WMU91.146 WMU91.151

WMU91.156

WMU91.161

WMU91.166

WMU91.168

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C. Determination of Aircraft Airworthiness D. Other Airworthiness Concerns E. Oil Changes Aircraft Manuals, Documents, Equipment and Supplies A. Aircraft Documents B. Aircraft Maintenance Records C. Aircraft Equipment and Supplies D. Replacement of Equipment and Supplies E. Changing Avionics Settings Aircraft Interior Condition................................. A. Eating and Drinking in Aircraft B. Cleanliness of Interior Aircraft Fuel Quantity Requirements ............... A. Fuel Reserves B. Cross Country Flight Fuel Loading Aircraft Fueling Procedures at BTL ................. A. Notification Card System B. Cessna 172 Skyhawk Fueling C. SR20 and SR22 Fueling D. Piper PA-28R Arrow Fueling E. Piper PA44 Seminole and PA34 Seneca Fueling F. No Services Required G. Usage of Notification Cards Aircraft Fueling Procedures Away From BTL. A. Fuel Credit Cards B. Tax Exempt Fuel Purchase C. Scope of Fuel Credit Card Charges D. Post Flight Card Return Aircraft Oil Quantity Requirements.................. A. Preflight Quantity Check B. Overfilling and Partial Quarts C. Minimum/Maximum Oil Levels D. Oil Dipstick Tightening Aircraft Safety Equipment.................................. A. Hearing Protection B. Seat Belt Usage C. Fire Extinguishers and First Aid/Survival Kits D. CO Detectors In-Flight Guide..................................................... A. Use of In-Flight Guide B. Guidelines on Use of In-Flight Guide

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91-18 91-18 91-18

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91-20

91-21

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WMU91.171 Checklists .............................................................. A. Use of Checklists B. Interrupted Checklists WMU91.176 Hand Propping and Starting of Aircraft........... A. Hand Starting or Propping B. Aircraft Starting C. Prohibition Against Starting in the Hangar WMU91.181 Aircraft Ground Operations ............................... A. Beacon/Anti-collision Light Usage B. Enplaning/Deplaning with Engine Running C. Prop Wake D. Engine Taxi Power E. Taxiing Speed – Congested Area F. Taxiing Speed – Other Than Congested Area G. Definition of Congested Area H. Aircraft Ground Handling WMU91.183 Aircraft Taxi Operations ..................................... A. Use of Taxi Diagrams B. BTL and AZO Taxi Diagrams C. Availability of Taxi Diagrams D. Checking Current NOTAMS WMU91.186 Parking and Securing of Aircraft....................... A. Termination of Flight Procedure B. Checklist Usage C. Securing of Aircraft on Cross Country Stops D. Parking Aircraft at BTL E. Aircraft Tie Down Straps and Ropes WMU91.191 Aircraft and Flight Abnormalities ..................... A. Abnormal Aircraft Conditions and Situations B. Reporting of Abnormalities to the SOF WMU91.193 Taxiway and Runway Excursions ...................... A. Inadvertent Departures From Operating Surfaces B. Pilot Actions Post Taxiway or Runway Excursion WMU91.196 Pilot Actions After Exceeding Aircraft Limitations WMU91.201 Reporting Aircraft Abnormalities at BTL and AZO A. Responsibility of Reporting Abnormalities B. Abnormality Reporting Procedure C. Parking of Aircraft With Abnormalities D. Documentation of Abnormalities WMU91.206 Reporting Aircraft Abnormalities Away From BTL A. Abnormality Reporting Procedure

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WMU91.211 WMU91.216

WMU91.221

WMU91.226

WMU91.231

WMU91.236

WMU91.241

WMU91.243

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B. Authorization of Repairs or Service C. Responsibility of Expenses Coordinating Repair of Aircraft Abnormalities Unprogrammed Landings................................... A. Takeoff Approval B. Reporting of Unprogrammed Landing C. Flight Plan Updating Use of Western Aircraft Call Signs .................... A. Letter of Agreement B. Conditions of Call Sign Use C. Mandatory Call Sign Use D. Call Sign Prohibition on Flight Plans E. Call Sign Prefixes (BTL Operations Only) F. Use of N-number and Call Sign Together Runway Incursions and Assignments ................ A. Vigilance During Ground Operations B. Hold Short Instructions C. Clearing the Runway After Landing D. ATC Runway Assignments Minimum Safe Altitudes ..................................... A. Unwarranted Low Flying B. Minimum Altitudes For “Airwork” Maneuvers C. Absolute Minimum Altitude D. Practice Force Landings and Emergency Procedures Noise Abatement Procedures.............................. A. General Noise Abatement Practices B. City of Dowling Restriction C. Noise Abatement at Kalamazoo Airport Practice Areas ...................................................... A. Disorientation While in Practice Areas B. Boundaries of Practice Areas C. Practice Area Diagram D. Arrival and Departure Procedures (BTL Operations) IFR Departures to “VFR On Top” .................... A. Purpose of “VFR On Top” Practice Areas B. Coordination With Dispatch C. Description of Practice Areas D. Filing IFR Flight Plans E. Example of Flight Plan F. Canceling IFR G. Returning IFR Clearance

ix

91-28 91-28

91-28

91-29

91-29

91-30

91-31

91-31

01-03-2008

WMU91.246

WMU91.251 WMU91.253

WMU91.256

WMU91.261

WMU91.266 WMU91.269 WMU91.271

WMU91.276

CHANGE 12

H. Avoidance of Specific Practice Areas I. Lost Communication Recommendations Cross Country Flight........................................... A. Training Flights Preparation Requirements B. Additional Tasks for Cross Country Flights C. Solo Cross Country Lessons D. Solo Student Pilot Logbook Signing E. Solo Student Pilot Cross Country at Night F. Solo Student Pilot Cross Country Authorization G. Solo/Team-Ride Night Cross Country Destinations H. AVS 4990 Night Cross Country Destinations Runway Intersection Departures ....................... A. Single Engine Aircraft Limitations B. Multi Engine Aircraft Limitations Stabilized Approach ............................................ A. Flying a Stabilized Approach B. Stabilized Approach Requirements for Landing C. Lack of a Stabilized Approach Touch and Go Limitations .................................. A. Pilot’s Responsibility B. Initial Student Pilot Solos C. Solo Student Pilot Limitations D. Non-Complex Aircraft Limitations E. Complex Aircraft Limitations F. Complex Aircraft Concerns Stop and Go Limitations ..................................... A. Single Engine Aircraft Limitations B. Multi Engine Aircraft Limitations C. Pilot’s Responsibility Complex Aircraft Operations............................. A. Landing Gear System Malfunction B. Inadvertent Landing Gear Retraction Braking and Tire Protection............................... A. Tire Protection – Braking & Taxiing Considerations B. Postflight Inspection Intentional Spins & Aerobatic Flight ................ A. Aerobatic Maneuver Prohibition B. Spin Instruction Guidelines C. Minimum Spin Recovery Altitude Prohibited Solo/Team Ride Maneuvers............. A. Prohibited Maneuvers

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91-35 91.35

91-35

91-36

91-36 91-37 91-38

91-38

01-03-2008

B. Reporting of Performance of Prohibited Maneuvers WMU91.281 Formation Flying ................................................. WMU91.286 Right Seat Flying.................................................. A. Dual Flight Authorization B. Solo and Team Ride Flight Authorization C. Team Rider Minimum Credentials D. Team Ride Authorization WMU91.291 Intentional Over-flight Restrictions................... A. Restriction Guidelines B. Restricted Areas WMU91.296 GPS Utilization..................................................... A. Default GPS Programming B. Flight Instructor Discretionary Usage C. Solo Student Knowledge Requirement WMU91.301 Use of Aircraft External Lights .......................... A. Beacon Usage B. Strobe Light Usage C. Taxi Lights During Ground Operations D. Taxi and Landing Lights for Takeoff Operations E. Operation Lights On F. Position Light Usage WMU91.306 Cessna 172R Engine Loss of Power Considerations A. Engine Loss of Power Conditions B. Probable Causes of Loss of Power C. Power Loss During “Power-Off” Stalls D. Power Restorations Procedures E. Failure to Restore Engine Power WMU91.311 Cirrus Training Resources .................................. A. COA Training Resources B. Web Resources WMU91.313 Cirrus Engine Instrumentation .......................... A. General B. Cautionary Yellow Indications C. Warning Red Indications D. Excessive Fuel Flow Readings on Takeoffs E. Report to Maintenance WMU91.315 Cirrus Landing Profiles ....................................... WMU91.317 Cirrus Door Issues................................................ A. Caution During High Winds B. Opening Procedures WMU91.319 Piper PA34 Vacuum System Failures ................

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91-39 91-39

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91-40

91-41 91-41

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01-03-2008

A. Vacuum Failure Procedure B. Discontinuance of Flight WMU91.321 Piper PA34 Single Engine Operations ...............

91-43

SUBPART A – SPECIAL ISSUES FOR BTL OPERATIONS WMU91.326 Run-Ups at Battle Creek ..................................... A. Run-ups at A1 and A2 B. Run-ups at the T’s C. Twin engine run-ups D. Extra vigilance during snow plowing operations WMU91.331 Operations in Battle Creek Class D Airspace ... A. BTL ATCT Considerations B. Vigilance in the Traffic Pattern C. Standard Traffic Pattern D. Standard Departures E. Vigilance During Practice NDB Approaches F. Practicing Asymmetric Approaches WMU91.336 Gate and Arrival Procedures.............................. A. Letter of Understanding B. Arrival Gate Concept C. Arrival Gate Guidelines D. Arrival Gate Procedure E. Separation From Other Aircraft F. Sunset to Sunrise Arrival Procedures WMU 91.338 Reducing Traffic Conflicts at the Westgate ...... A. General Concerns of Traffic at West Gate B. Departing Kalamazoo for Battle Creek C. Departing Battle Creek for Kalamazoo

91-43

91-43

91-44

91.47

WMU Part 830 – Accidents and Incidents WMU830.1 Applicability ......................................................... WMU830.6 Notification .......................................................... WMU830.11 Accident/Incident Action Plan............................ A. Accident/Incident Action Plan Responsibility B. General Provisions

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830-1 830-1 830-1

01-03-2008

Appendix A Appendix A Cirrus Airframe Parachute System Section 1 – CAPS Parachute Employment............ Disclaimer ...................................................... The Pin ........................................................... The Pull .......................................................... The Landing ...................................................

A-1 A-1 A-1 A-1 A-3

Appendix B Appendix B Practice Area, Gate, and Airport Diagrams Section 1 – Airport Diagrams ................................ W.K. Kellogg Regional Airport (KBTL)....... Kalamazoo/Battle Creek Intl. Airport (KAZO) Section 2 – Practice Areas ..................................... Practice Area Textual Descriptions ............... VFR Practice Areas........................................ VFR On Top Practice Areas .......................... Section 3 – Arrival Gates....................................... Arrival Gate Holding Pattern Diagram .......... Practice Area and Arrival Gates (BTL Airport) Practice Area (AZO Airport) .........................

B-1 B-1 B-2 B-3 B-3 B-3 B-4 B-7 B-7 B-8 B-9

Appendix C Appendix C College of Aviation Policies and Documents Section 1 – College of Aviation Policies............... A. Substance Abuse and Alcohol Misuse Policy B. Staff Currency Flying Regulations ................ C. Aircraft Rental Agreement............................. D. Staff Development Policy ..............................

C-1 C-1 C-12 C-17 C-21

Section 2 – College of Aviation Documents ......... A. Winter Flying Operation Concerns................ B. Personal Minimums Checklist ....................... C. Cirrus’ Envelope of Safety............................. D. Cirrus Landing Profiles.................................. E. Compliance with FAR 141.93(a)(3) ..............

C-22 C-22 C-28 C-30 C-31 C-35

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WMU Part 1 Definitions & Abbreviations

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WMU Part 1 – Definitions & Abbreviations WMU1.1 General Abbreviations AATD - Advanced Aviation Training Device AC - Advisory Circular AGL - Above Ground Level AIM - Aeronautical Information Manual AOA - Airport Operations Area ASAP-As Soon As Possible AVS - Aviation Sciences ATC - Air Traffic Control ATCT - Air Traffic Control Tower ATIS- Automatic Terminal Information Service AZO - Kalamazoo/Battle Creek International Airport BTL - WK Kellogg/Battle Creek Airport CAPS - Cirrus Airframe Parachute System CASRS - Collegiate Aviation Safety Reporting System CFI - Chief Flight Instructor COA - College of Aviation CRM - Crew Resource Management DEAN - Dean of the College of Aviation DME - Distance Measuring Equipment DO - Director of Operations DPIC - Duties of Pilot in Command DSS - Director of Safety & Simulation EFAS - En Route Flight Advisory Service EFIS - Electronic Flight Information System ELT - Emergency Locator Transmitter ETA - Estimated Time of Arrival ETA-Talon - Education & Training Administration FAA - Federal Aviation Administration FAR - Federal Aviation Regulations FIF - Flight Information File FRB - Flight Review Board CHANGE 12

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FSS - Flight Service Station FTD - Flight Training Device GPA - Grade Point Average GPS - Global Positioning Satellite system IFR - Instrument Flight Rules IMC - Instrument Meteorological Conditions MCA - Minimum Controllable Airspeed MPH - Miles Per Hour NM - Nautical Mile NOTAM - Notice to Airmen PAPI - Precision Approach Path Indicator PCL - Pilot Controlled Lighting PF - Pilot Flying PIC - Pilot in Command PNF - Pilot Non-Flying PQ Card - Pilot Qualification Card RPM - Revolutions Per Minute R/W - Runway SM - Statue Mile SOF - Supervisor of Flying STC - Supplemental Type Certificate TCO - Training Course Outline TRSA - Terminal Radar Service Area TXPDR - Transponder USA - United States of America VA - Veterans Administration VA - Maneuvering Speed VASI -Visual Approach Slope Indicator VFE - Maximum Flap Extended Speed VFR - Visual Flight Rules

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VLE - Maximum Landing Gear Extended Speed VMC - Visual Meteorological Conditions VNE - Never Exceed Speed VNO - Maximum Structural Cruising Speed VOR - Very High Frequency Omni Range VSO - Stalling Speed in the Landing Configuration VS1 - Stalling Speed in a Specified Configuration VX - Best Angle of Climb Speed VY - Best Rate of Climb Speed WMU - Western Michigan University

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WMU Part 61 General Information

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WMU PART 61 – Flight Student Information WMU61.1 Applicability The policies and procedures in this manual apply to all personnel involved in the operation of University aircraft including all student training, maintenance flights, proficiency flying, professional development, personal use, and flight team activities. The term “shall” in this manual means compliance is mandatory. NOTE: All pilots and instructors will be held responsible for knowledge of and strict compliance with the following policies and procedures. In addition to University policies, pilots will be responsible for knowledge of and compliance with applicable current Federal Aviation Administration Regulations and safety practices as outlined in the Federal Aviation Regulations and the Aeronautical Information Manual. The CFI must approve any deviations from the procedures and policies of this manual. WMU61.5 Flight Information File System A. All pilots flying WMU aircraft and FTDs are responsible for checking Flight Information Files (FIF) prior to each flight or training activity. Current FIF notices are available through the ETA-Talon and address changes in procedures, traffic rules, FARs, etc. B. The purpose of this system is to make all pilots aware of notices, rules, and procedure changes for WMU flight operations. The use of this system is mandatory for all pilots flying WMU aircraft. Failure to comply with the use of this system will result in the loss of flight privileges. C. The system consists of files published on the College of Aviation web site with notices of these changes disseminated through ETA-Talon. D. Prior to all flights, pilots shall check that they are up to date with all FIFs. This can be accomplished through the ETA-Talon program. Once a pilot understands what that notice means, they should update that they have read the FIF. If they do not understand the FIF, ask the SOF for clarification, and then update their FIF files. WMU61.9 Professional Code of Conduct Western Michigan University is unequivocal in its requirement that employees and students must act professionally in all their interactions with each other. In this regard it is a violation of University policy to discriminate, intimidate, harass, touch or otherwise create a "hostile environment," and those who do will CHANGE 12

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be subject to appropriate disciplinary action. Flight Instruction poses special problems because of the close proximity of seating and the added element of an inherently hazardous environment. Should corrective actions become necessary, in any context, because of an emerging situation, the burden of proof of necessity lies with the individual taking the action. Situations may be subsequently examined for appropriateness of action, with the guiding principle being whether the corrective measures taken were those which a reasonable person, similarly situated, would take in similar circumstances. WMU61.13 Alcohol, Drugs, and Smoking Policy A. Reference Appendix C of this manual to read the full text of Western Michigan University’s College of Aviation “Mandatory Substance Abuse and Alcohol Misuse Policy”. B. Due to the nature and seriousness of operations it is essential that all personnel be unimpaired at all times. Impairments can be drug and alcohol induced or psychological (stress, trauma, etc.) in nature. Any individual suspected of being drug or alcohol impaired will be confronted by an instructor/ supervisor to ascertain the degree of impairment. If, in the judgment of the instructor or supervisor it is determined that the suspect individual is impaired, he/she will be asked to be tested and to leave the premises. (Escorted if necessary.) If an individual is relieved of his/her activities, he/she will be entitled to a meeting with the individual who relieved him/her along with the DSS, to discuss the incident along with further courses of action. This meeting will take place no sooner than 24 hours after the incident took place. C. All persons shall observe NO SMOKING while at WMU’s aviation facility and while in any WMU aircraft, either on the airport ground or in flight. Smoking is permitted in the parking lot in designated areas with proper disposal containers. WMU61.17 College of Aviation Safety Committee A. The College of Aviation maintains an Aviation Safety Committee. The chairman of this committee is the DSS who is responsible for organizing and conducting regular meetings. The rest of the committee is made up of representatives from all areas of the COA and the BTL ATCT chief. B. The College of Aviation Safety Committee is responsible for: 1. Reviewing safety related issues presented before the committee and making recommendations for corrective actions; 2. Promoting safety education throughout the College; 3. Reviewing the findings of all aircraft accidents, incidents or unusual

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occurrences which have the potential to compromise safety; 4. Establish sub-committees as appropriate to represent the College of Aviation in establishing safety practices, procedures and/or letters of agreement with industry (MANG, ATC, Airport Authority, etc.); and 5. Reporting a summary of Committee activities to pertinent departmental managers of the College of Aviation. C. Pilots are expected to report any safety concerns they may have through the use of the Collegiate Aviation Safety Reporting System (CASRS). The CASRS reporting system is available on-line via a link from the College of Aviation’s homepage located at http://www.wmich.edu/aviation. Use the “Log in using Bronconet ID” link when accessing the site unless you are a member of the safety committee. D. CASRS reports should be filled out any time a situation arises that appears to be unsafe within the College of Aviation’s operation. Reports may be filed not only for situations in the air, but also for any situations that are unsafe at the COA. WMU61.21 Flight Course Transfer/Previous Experience Credit A. University credit will not be granted on the basis of FAA certificates and ratings. University credit will be granted upon successful completion of AVS 2220, 3520, 3540, 3560, or 4970. B. University credit may be granted based on flight courses completed at another accredited college or university. Students must see a COA academic advisor for details. C. “Flight Credit” for previous flight experience will be granted by the CFI based on an evaluation of the student’s logbook, training record, and/or an evaluation of the student’s flight skills and knowledge. “Flight Credit” granted in this manner will permit the student to “skip” selected lessons of the AVS 2220, 3520, 3540, or 3560 course curriculum. D. This evaluation shall be made when a student first starts flight at WMU. After initial evaluation, all future flight and ground lessons shall be accomplished at WMU. E. Students starting flight who already hold an FAA certificate or rating are required to complete a “Short Course” where they will be required to complete required content and demonstrate proficiency to WMU standards. F. A course of flight instruction must be taken to provide all instructional areas unique to WMU COA programs. In any case, an individual must enroll and complete at least one flight course at WMU to graduate from the Professional Pilot Program.

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WMU61.25 Ground Course Transfer/Previous Experience Credit A. Credit for previous experience of ground or knowledge training may be granted in one of two ways. Credit may be granted by either 1) acceptable college transfer credit, or 2) credit by exam. B. College transfer credit may be granted for ground courses AVS 2210, 3510, 3530, and/or 3550 if that student has completed the equivalent course at an accredited college or university with a grade of “C” or better. If the transfer course is similar but is missing portions of WMU’s curriculum, that student may, with permission from his/her academic advisor and course instructor, attend the lecture sessions of the topics missed, be tested on those topics and achieve a minimum score of “C” or better. In such situations, the student will not receive transfer credit until the missed lectures and test are successfully made up. C. Credit by exam may be applied for based on FAA certificates and ratings held prior to enrolling in flight courses at WMU. In order to apply for “Credit By Exam” the student must have achieved the following minimum FAA certification levels: 1. AVS 2210 – Private Pilot, Single Engine Land 2. AVS 3510 – Instrument Pilot 3. AVS 3530 – Commercial Pilot, Single Engine Land 4. AVS 3550 – Commercial Pilot, Single and Multi-engine Land D. After the student has applied for “Credit By Exam”, the CFI will arrange for the student to take all regular exams and finals for the appropriate ground course. The student shall achieve a minimum passing score of “C” or better on all exams and final in order to receive course credit. If any of the scores fall below the minimum of “C”, course credit will not be granted. Credit by exam will not be offered for any of the following reasons: 1. The student has already attempted or is enrolled in the AVS course. 2. The student has completed the equivalent of the AVS course at an accredited college or university and achieved less than a “C” grade. 3. The student has already attempted “Credit By Exam” and has been unsuccessful. WMU61.29 Flight/Ground Course Registration A. Students must fill out an application to be considered for flight/ground courses with the COA. The application will be compiled according to the dates they are received. It is the student’s responsibility to respond to any correspondence sent to him regarding application status. An applicant’s name may be dropped from the list if correspondence is returned because of incorrect address or if the applicant fails to respond as requested.

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B. Application for flight/ground instruction must be submitted to the scheduling coordinator at the COA by posted dates to receive consideration. Students are selected and registered in accordance with the COA criteria. This registration is handled administratively by COA personnel, and not the normal student registration process. The student must be sure to pay the added credit hours in accordance with WMU billing procedures when notified of registration in a flight course. Flight and Administrative fees are payable at the WMU Cashiering Office or COA Dispatch Office, along with other fees, at the time of registration. WMU61.33 Flight Fee Policy A. Fees associated with a flight course are assessed to a student’s university account when that student is enrolled in a flight course. Simultaneously, a “deposit” is made to the student’s COA flight account. Charges to a flight account are made each time the student completes a training activity or authorizes other charges to the account. Payment of flight fees posted to a student’s university account are due in accordance with university billing procedures. B. Students must maintain a positive balance in their flight account or they will not be permitted to continue flying. C. When COA flight account funds are exceeded, no training activity will be allowed. The student shall estimate additional fees for course completion and fill out a ‘Flight Course Fee Input Form’ available at the COA Dispatch Office. This form must be completed and delivered to the COA Dispatch Office before training activity may resume. The Dispatch Office will invoice the student’s university account for the designated amount. Students may make payment in either of two ways: 1. Pay at the WMU Cashiering Office, or 2. Pay at the COA Dispatch Office D. Western Michigan University has the right to apply any balance in a student’s COA flight account to any outstanding charges or debt of any type that the student has incurred with WMU. Should WMU transfer funds from the student’s flight account to pay charges and/or debt to another WMU account, the lack of a remaining positive flight account balance may result in the student being grounded until he/she has cleared the balance with WMU and has put funds back in to his/her flight account. E. Flight course fees and individual resource fees (aircraft, training devices, instructor rates and fuel surcharges) are subject to change with notice. When this happens, attempts will be made to make this abundantly clear to students. This will be in the form of mailings, posted notices, ETA-Talon

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F.

G.

H.

I.

“Flight Information File” notices and/or log-in alerts. Fuel Surcharges: Because of the volatility of fuel prices, hourly aircraft rates are established with a lower than anticipated fuel cost. A fuel surcharge is applied for the sole purpose being to account for the per gallon cost of fuel over and above the baseline fuel cost included in the aircraft rates. Fuel surcharge rates are calculated and adjusted with each bulk shipment of fuel that is received. Current surcharge rates are posted in the flight planning room. Each of the flight courses has an administrative fee that is charged to the student’s account to cover certain fixed costs of the flight program. If a student drops or withdraws from the flight course during the normal university drop period, this fee will be refunded 100%. Students who drop or withdraw after this period will receive partial or no refund based on the University Refund Policy. To assure fair assessment of fees for flight training time in various types of aircraft, AATD and FTDs, the initial fee paid for a course is considered an estimated minimum deposit. This deposit is reduced for each hour of aircraft, ground and training device time by the current rate for the aircraft, fuel surcharge, instructor or training device. Thus, depending on the number of hours used, there may be a positive balance remaining at the end of a course, or additional fees may be assessed to allow completion. If a positive balance exists after satisfactory course completion, it may be applied to other courses, or it may be refunded. Refund of Flight Fees are only issued when a positive balance exists in the students account and the student requests such a refund. It is recommended that a refund be requested only when: 1. A student completes a flight course, or 2. A student drops a flight course, or 3. A student terminates flight activity at Western Michigan University, or 4. A student has a positive balance of funds in excess of what is expected to finish course commitments.

WMU61.37 Flight/Ground Course Attendance Policies A. Ground school course (AVS 2210, 3510, 3530, 3550) attendance is mandatory for all lessons by FAR 141 regulations. You are expected to make every class period, if you miss a lesson you must make up the lesson content with a flight instructor as approved by the ground course instructor. All planned absences must be pre-approved in writing by the course instructor. B. Attendance of flight course instructional periods is mandatory throughout

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the semester. You will be assigned a pre-determined number of instructional periods per week based on the flight course you are currently enrolled. These may include slots on Saturday and Sunday in addition to during the week. The student must keep their flight instructor informed weekly with their solo lesson progress. C. Written permission from a lead flight instructor must be obtained for any planned absences regardless of reason. D. See additional information concerning flight activity cancellations in WMU91.31. WMU61.41 Flight/Ground Course Completion Policy A. Each course must follow an outline and syllabus for both dual and solo instruction. Upon completion of the course and appropriate examinations, a grade will be issued based upon individual course objectives. If objectives of the course are met in less than the number of flight hours indicated in the course syllabus, the student may continue training with the approval and guidance of his instructor and availability of aircraft. B. University policies expect a student to complete a course in the term that they are enrolled. It is the expectation of the COA that students make every attempt possible to complete the flight course they are enrolled in during the term enrolled. Under extenuating circumstances beyond the control of the student, and with the CFI approval, a grade of “Incomplete” may be issued to allow the student additional time to complete the course requirements. In accordance with University policy, incomplete grades will turn into an “E” if course requirements are not complete within one year of the issuance of the incomplete. C. Students must request the removal of the incomplete grade in writing when course completion requirements have been met. Forms for this purpose are available at the COA flight planning room. The form must be completed and submitted to the CFI. WMU61.43 Flight Course Abandonment A. It is expected that each students continues within a flight course until completion of that flight course. B. Unless arrangements have been made with the CFI or his/her assistant, if a student does not have any activity within a flight course for a period of at least six months, WMU has the right to close out that training record and refund any unused flight fees to the student’s account. WMU61.45 Training Lesson Preparation

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A. Students shall be prepared for all training periods prior to the schedule period time. This includes completion of any assigned homework, and understanding of the tasks to be completed on the lesson. B. Prior to the start of all flight periods, the student shall obtain a thorough weather briefing and give a detailed weather briefing to all crewmembers on the flight. In the case of solo flight the weather briefing should be given to the authorizing instructor. C. All Solo/Team-Ride flight lessons must be discussed with a flight instructor to brief what will be practiced on that flight. The solo/team-ride lesson must also be debriefed with a flight instructor after the conclusion of the flight. WMU61.49 Piloting University Aircraft A. The following people are permitted to pilot university aircraft: 1. Students regularly enrolled in flight instruction courses under the WMU flight program. 2. Flight instructors employed by WMU. 3. COA staff and faculty employed by WMU who possess a valid FAA Pilot Certificate and are participating in an approved staff currency flying or training program. 4. Pilot examiners or contract pilots who are acting on approved flights. B. Exceptions to the above may be made by the DEAN, DO, or CFI for special circumstances. WMU 61.53 Team Riders and Passengers on Training Flights A. Students enrolled in University flight courses are encouraged to ride along as observers during dual instructional flights. Guests of the University may ride along as observers on dual instructional flights provided: 1. There is a bonafide educational benefit to the observer, and the CFI approves the flight, or 2. The flight involves a current WMU aviation student involved in an approved mentorship program. B. Many flights require team riders as safety pilots for instrument flight. These team riders must be at least private pilots, be currently participating in a flight course, and qualified in the type of airplane and operation planned. When practical, the team rider should be in a course at least equivalent to the pilot. The authorizing instructor must specifically approve each occasion of team riding. C. All solo flight lessons that are not designated in the TCO as PIC or Team rider flights must be flown solo by the student.

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WMU61.57 Pilot Training Records A. All individuals receiving flight training through WMU are responsible for careful, accurate completion of their training records. This includes the applicable sections of the Student Record Folder and ETA-Talon records. All paper records shall be completed in ink. The student record folders are the property of Western Michigan University and shall remain on the College of Aviation premise at all times. B. For students in paper training records, students must sign each lesson sheet when the activity is completed regardless of whether or not all lesson objectives are met. By signing the sheet, the student is verifying that the activity stated has been conducted and all grades and comments have been reviewed. C. Students shall also maintain an accurate personal logbook flight record during the period of flight enrollment. This logbook shall be completed in ink. D. Each student who has training records managed by ETA-Talon will have a password and PIN used for security and electronic signature. 1. The Password is used to ensure only the authorized individual has access to a particular account. The PIN is a form of electronic signature and is used throughout the program for attesting that submitted information is accurate and for authorizing charges to an account. The password and PIN that you have is your personal information and should not be shared with anyone. Protect them just like you would protect your bank PIN. 2. If you are in a situation that you choose to disclose your PIN to someone else for convenience sake, make sure you understand what you are agreeing to and what might be charged to your account. Once done, it is highly recommended that you change your password or PIN. 3. If your password or PIN is compromised, make sure you change it as appropriate. This can be done from your home page by selecting the appropriate icon located on the upper right corner of the page. The process is intuitive. Please see your instructor or dispatch if you have any questions about this process. E. Students are encouraged and expected to maintain current personal contact information in ETA-Talon. 1. Pilots may confirm their address and emergency contact information is accurate by accessing this information from the “Personnel” option on the left side of their home page. 2. From the personnel page, fill in the appropriate information at the top, change all fields to “All” and press the FILTER button. At this time the pilots name should appear. Once your name appears, select the “D”

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button to show personnel details. 3. On the personnel details page you may access both personal address information and emergency contact information via the links on the left column. WMU61.59 Logging of Training, DPIC and PIC Time A. The following are recommendations on how to record training time in personal logbooks. Following these recommendations will help facilitate consistency between WMU pilots and instructors. The most important issue is that one’s personal logbook stays consistent with the methods of logging pilot experience. B. Logging of AATD and FTD Time 1. Training Device activity shall be logged in personal logbooks as follows: a. Date of activity b. Type of training device (F-142, F-241, AATD, etc.) c. Identification number of training device (W-5, W-8, W-11, etc.) d. Location of training device (KBTL) e. Instructor signature f. Lesson content 2. The following columns shall also be completed in personal logbooks for training device activities: a. Dual Received b. Flight Simulator/Flight Training Device c. Simulated Instrument (portion of time devoted to instrument training) d. Instrument Approaches (if applicable) C. Logging of “DPIC” Flight Time 1. Federal Aviation Regulations require students in the commercial multi engine flight course gain experience “performing the duties of pilot in command” (DPIC) while under the supervision of a certificated flight instructor. 2. DPIC flight experience in the multi engine commercial course is comparable to solo flight experience in the single engine commercial course. As such, even though DPIC flight time is logged as “dual received”, it cannot be counted toward the required dual flight time for the certificate/rating. 3. The intent of DPIC flight time is to allow the instructor to observe, evaluate, and train the student on performing the duties of pilot in command in a multiengine airplane (e.g. CRM training). It is not intended to allow the instructor to teach basic multi engine concepts and procedures.

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4. DPIC flight time cannot be logged as PIC flight time unless the student is rated in multi engine aircraft. 5. When logging DPIC flight time in a personal logbook, the flight time should be logged in the following columns: a. Airplane multi engine land b. Dual received (for the student) or Dual given (for the instructor). c. Total experience or total flight time d. Any other columns as applicable to the flight such as night, simulated instrument, actual instrument and cross-country. 6. Additionally, logbook entries for DPIC flight time should include the statement “PIC training per § 61.129(b)(4)” or “PIC training per § 141 Appendix D 5(b)”. D. The following clarifications concern areas of common misinterpretation relative to logging PIC flight time for Student, Private and Commercial pilots. This is not intended to include all cases for PIC requirements as stated by regulations. The following should help clarify the logging of PIC flight time in the student’s logbook: 1. Student pilots may log pilot-in-command if they possess a current solo flight endorsement and are the sole occupant of the aircraft. 2. Private and commercial pilots may log as pilot-in-command flight time acquired as instrument safety pilot. (In this case, two may log PIC.) 3. Private and commercial pilots may log as PIC flight time as sole manipulator of controls provided they are properly rated for the aircraft. WMU61.63 Scheduling and Utilization of Resources A. Occasionally, there are times when the request for training resources exceeded resources available. This section provides guidance for increasing the efficiency of scheduling and establishing priority when limited resources are a reality. B. Building the Schedule 1. There are times when ETA-Talon does not automatically schedule an activity. These are any non-dual activities with a duration that is more than 1.5. This includes all cross countries and night flights regardless of whether they are dual or solo. If the next activity falls into any these categories ETA-Talon will not automatically schedule anything during the “hard slot”. When this happens, it is up to the instructor to enter a schedule request for the appropriate alternative activity. 2. When entering a schedule request use the "resource" tab at the bottom of the request screen to see the availability of the resources. (The number represents what is still available). This is particularly useful when

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attempting to schedule resources which have a small number of availability (AATD, FTD and Arrows) C. Flying the Schedule 1. Once scheduled, we all must adhere to the schedule. "Due back" times are based upon "activity start" times not "ramp out" times. If you end up getting a late start for whatever reason, you must have the aircraft or training device back at the scheduled time. Exceptions to this must be approved by dispatch. If a resource is not available at your start time, you will need to assess if you will be able to complete the activity in the remaining time or consider changing the lesson to something that will not require the resource for that duration. 2. Dispatching sequence will be based upon scheduled activity start time not when a dispatch sheet is turned into dispatch. D. If resources are limited to the point where crews will be denied aircraft, the following is a list for priority: 1. University Transport 2. FAA Checkrides 3. Schedule requests made before the schedule is posted a. Stage checks b. Prog checks c. Student Training within an instructor's bid line d. Student Training outside of an instructor's bid line e. Standards 4. Ops Request (Schedule requests made after the schedule is posted) a. Stage checks b. Prog checks c. Student Training d. Standards 5. Personal Use WMU61.69 Stage and Progress Checks A. Scheduling of prog and stage checks 1. Scheduling of stage and progress checks will normally be facilitated through the scheduling department. 2. Once a student is assigned to a check instructor for a stage or progress check, it is the responsibility of that check instructor to see that check flight through to its completion. Completion means that the check flight has been successfully completed. 3. If a check flight is cancelled due to weather, it is the responsibility of that check instructor to reschedule that check (within his/her schedule) for the

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conduct of that check. Coordination with Scheduling shall be conducted so there is an assurance that an aircraft will be available. Scheduling will place a high priority on the rescheduling of check flights. 4. The same is true of partial completion of check flights. It is the responsibility of the check instructor to see that check flight through to its completion. If a check flight is incomplete due to either not completing a task or student performance was below required standards, it remains the responsibility of the check instructor to schedule the “re-check” within a timely manner. 5. It is expected that the check instructor accommodate rescheduling of the check flight within a one-week period. As always, there will be exceptions to the above policy. If a check instructor cannot reschedule within one week, that check instructor shall make every effort to schedule the check with another check instructor. As a last resort, the check flight will be returned to scheduling for reassignment. B. Student performance on stage and progress checks 1. It is strongly recommended that an applicant has completed recent training prior to the conduct of a stage or progress check. This includes the recommendation of a minimum of two dual activities (flight and/or ground) within the week prior to the stage check. 2. It is expected that an applicant successfully complete the oral exam prior to the flight portion of any stage check. This does not preclude performing the flight portion if the oral is not complete in its entirety, but requires the mutual agreement of both the check instructor and applicant to do so. 3. If the applicant fails either the oral or flight portion of a stage check, additional training from the student’s instructor is mandatory prior to reattempting the stage check. A failing grade shall be issued if a stage check is not passed. 4. Should the applicant fail either the oral portion or the flight portion on three or more subject areas [tasks], they will be required to retake that section in its entirety. This includes portions that were previously passed. If the failure was on two or fewer subject areas [tasks], only the deficient portions are required to be completed on the retest. This section does not, however, preclude a check instructor from retesting other areas as they deem necessary. 5. If an applicant fails the stage check two times for any reason (flight or oral) they shall be required to meet with their individual instructor and a Program Manager (or Chief Instructor) for further guidance. Likely outcomes from this meeting are listed below:

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a. Mandatory retraining; Three hours of retraining is typical, but each situation is analyzed on a case by case basis and more may be recommended. b. The requirement to complete a subsequent stage check in its entirety after retraining is conducted. 6. If an applicant is not successful in completing a stage check in three attempts, the applicant will be referred to a formal review board to determine further course of action.

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WMU Part 71 Airports

Page Intentionally Left Blank

WMU PART 71 – Airports WMU71.1 Applicability This part describes the airports and airport environments that are suitable and approved for use in WMU aircraft. WMU71.6 Restricted Airports, Runways, and Sod Fields A. Approved sod runways are for single engine fixed gear aircraft on dual flights and staff currency flights only. Solo training flights are prohibited from operating on sod runways. Use of sod runways is prohibited for Seneca, Seminole, and Arrow aircraft unless prior permission is obtained from the College of Aviation CFI or DO. It is the responsibility of the PIC to ensure the sod runway is in safe/suitable condition for use. The table lists the only approved sod runways. Most of these runways do not meet the runway length requirements of Cirrus aircraft. Approved Sod Fields and Unpaved Runways Name

Location

Ident.

Length

Gen Cond.

09-27 09 27

3300 2415 2141

Good

Obstacles on both ends Displaced thresholds

OEB

16-34

2400

Good

Crosses pavements

Athens, MI

9C2

09-27

2500

Excellent

Fitch Beach

Charlotte, MI

07G

14-32

2318

Fair - Good

Hastings

Hastings, MI

9D9

09-27 18-36

2400 2567

Good

Parachute jumping Crosses pavements

Ionia

Ionia, MI

Y70

18-36

3950

Excellent

Crosses pavement Gliders

Neumans

Kalamazoo, MI

4NO

18-36

2697

Good

Plainwell Muni.

Plainwell, MI

61D

01-19

2550

Fair - Good

Short runways; obstacles

Skyway Estates

Eaton Rapids, MI

Good

Aerobatic Box - See AFD

Almena

Paw Paw, MI

2C5

Branch Co.

Coldwater, MI

David

60G

Runway

08-26

2653

Remarks

Ultralight & cropdusting activity Military helicopters Closed Dec. - Mar. when snow covered Crosses pavements

B. For operation of Cessna 150, Cessna 172, and Piper Cub aircraft, all other landing surfaces shall be of hard surface (asphalt or concrete), a minimum of 2,500' usable runway and of suitable length for intended operations unless otherwise approved by the CFI or his/her assistant. C. For operation of SR20, SR22, Piper Arrow, Seminole, and Seneca aircraft, CHANGE 12

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the minimum runway length shall be 3,000’ unless otherwise approved by the CFI or his/her assistant. D. The lengths identified in items B & C above are general policy and actual aircraft performance may dictate greater runway lengths. It is expected that usable runway length is at least double that required by calculated aircraft performance. E. Off Limit Airports Many airports within range of Battle Creek are NOT suitable for WMU flight operations for rather obvious reasons. Except in an emergency, any use of these airports is a violation of procedure unless prior permission is granted by the CFI, DO, or DSS. Such airports are as follows: 1. Any island airport that is not readily accessible by automobile, such as Mackinac Island 2. Any private or closed airport 3. Any airport outside of the USA, such as Canadian. 4. Any airport beyond 400 NM from BTL. F. Any restrictions noted for airports on table WMU71.11 must be adhered to for both training and non-training flights. This includes all staff currency flights (personal use.) The restriction of “Dual Only” is considered to be met if a WMU flight instructor is on board. WMU71.11 Approved Training Airports A. The following table includes the list of airports that are approved for use during training flights in WMU aircraft. All restrictions noted must be complied with both during training flights and non-training flights. B. This is a reprint of the “Approved Airport List” in the FAA Approved FAR Part 141 TCO flight syllabus. If discrepancies occur between the two lists, the “Approved Airport List” in the TCO is the official list.

Approved Airport List other airports may be approved by Chief or Assistant Chief Flight Instructor * airports with less than 4000ft of runway available.

A/P ID

Airport Name

City

St.

NM From BTL

MI MI MI MI MI

58.7 28.8 65.8 181.9 67.1

Restrictions

MICHIGAN * ADG 35D AMN APN * ARB

Lenawee County Padgham Field Gratiot Community Alpena County Regional Ann Arbor Municipal

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BTL * 3CM ACB BEH C20 CAD CVX * FPK OEB YIP DTW DET UIZ D98 C91 6D9 FNT 3FM GLR GDW * 3GM 4D0 GRR 6D6 * 9D9 JYM BIV HTL OZW Y70 JXN * 08C AZO KDUH LAN * D95 LDM MBL * 77G * RMY TEW * 3BS TTF MOP MKG 3TR OSC * 5D3 PLN PTK PHN MBS HYX ANJ LWA IRS HAI TVC

W.K. Kellogg / Battle Creek James Clements Municipal Antrim County Southwest Michigan Regional Andrews University Airpark Wexford County Charlevoix Municipal Fitch H Beach Branch County Memorial Willow Run Detroit Metropolitan Wayne County Detroit City Berz-Macomb Romeo State Dowagiac Municipal Iosco County Bishop International Fremont Municipal Otsego County Gladwin Grand Haven Mem Airpark Grand Ledge Abrams Municipal Gerald R. Ford International Greenville Municipal Hastings Hillsdale Municipal Tulip City Roscommon County Livingston County Ionia County Jackson County-Reynolds Field Riverview Kalamazoo/Battle Creek International Toledo Suburban Capital City Dupont-Lapeer Mason County Manistee Co.-Blacker Marlette Brooks Field Mason Jewett Field Jack Barstow Monroe Custer Mount Pleasant Municipal Muskegon County Jerry Tyler Memorial Oscoda-Wurtsmith Owosso Community Pellston Regional Airport Of Emmet County Oakland County International St. Clair County International MBS International Saginaw County H.W. Browne Sault Ste Marie Municipal/Sanderson Field South Haven Area Regional Kirsch Municipal Three Rivers Municipal Dr Haines Cherry Capital

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BATTLE CREEK BAY CITY BELLAIRE BENTON HARBOR BERRIEN SPRINGS CADILLAC CHARLEVOIX CHARLOTTE COLDWATER DETROIT DETROIT DETROIT DETROIT DETROIT DOWAGIAC EAST TAWAS FLINT FREMONT GAYLORD GLADWIN GRAND HAVEN GRAND LEDGE GRAND RAPIDS GREENVILLE HASTINGS HILLSDALE HOLLAND HOUGHTON LAKE HOWELL IONIA JACKSON JENISON KALAMAZOO LAMBERTVILLE LANSING LAPEER LUDINGTON MANISTEE MARLETTE MARSHALL MASON MIDLAND MONROE MOUNT PLEASANT MUSKEGON NILES OSCODA OWOSSO PELLSTON PONTIAC PORT HURON SAGINAW SAGINAW SAULT STE MARIE SOUTH HAVEN STURGIS THREE RIVERS TRAVERSE CITY

FOM 71-3

MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI MI

0 95.4 161.1 53.4 54.1 118.4 180.0 25.2 24.1 76.6 84.8 99.7 103.5 104.9 43.4 144.6 77.5 75.4 164.3 105.4 60.4 36.2 36.5 50.2 21.8 37.6 46.0 125.9 59.4 38.8 35.3 45.0 14.0 79.0 40.8 98.6 111.6 125.8 112.7 13.6 39.9 92.3 83.9 82.1 67.6 51.8 152.6 64.1 197.0 84.0 125.7 89.9 91.2 253.4 44.6 30.9 25.8 146.9

Rwy 9-27 only

Dual only Dual only

Rwy 9-27 only

Rwy 9-27 only

Dual only

Rwy 36-18 only

01-03-2008

* 7D2 Oakland/Troy Y31 West Branch Z98 Ottawa Executive

TROY WEST BRANCH ZEELAND

MI MI MI

93.0 125.5 42.8

IA IA IA

279.4 242.3 269.8

IL IL IL IL IL IL IL IL IL IL

304.0 198.3 287.6 193.1 111.9 115.9 119.8 133.7 135.7 147.4

IL

118.5

06C Schaumburg Regional UGN Waukegan Regional

BALDWIN BLOOMINGTON/NORMAL CENTRALIA CHAMPAIGN/URBANA CHICAGO CHICAGO CHICAGO CHICAGO CHICAGO CHICAGO/AURORA CHICAGO/PROSPECT HGTS/WHEELING CHICAGO/SCHAUMBURG CHICAGO/WAUKEGAN

IL IL

128.3 116.3

DNV Vermilion County

DANVILLE

IL

165.0

DE KALB DECATUR KANKAKEE MOLINE MURPHYSBURO PEORIA SPRINGFIELD URBANA

IL IL IL IL IL IL IL IL

155.6 221.0 138.0 240.6 328.3 222.9 249.0 186.0

IN IN IN IN IN IN IN IN IN IN IN IN IN IN IN IN IN IN IN IN IN IN

133.1 40.8 60.7 199.8 185.2 48.7 276.9 79.9 135.7 52.7 175.5 107.1 87.8 144.0 146.9 150.8 162.6 165.3 50.1 135.0 112.9 79.6

Dual Only

IOWA BRL Burlington Regional DBQ Dubuque Regional MUT Muscatine Municipal

BURLINGTON DUBUQUE MUSCATINE

ILLINOIS UIN BMI ENL CMI IGQ MDW ORD LOT DPA ARR

Quincy Regional Central Il Reg. Arpt At Bloomington-Normal Centralia Municipal University Of Illinois-Willard Lansing Municipal Chicago Midway Chicago O'Hare International Lewis University Dupage Aurora Municipal

PWK Palwaukee Municipal

DKB DEC IKK MLI MDH PIA SPI C16

De Kalb Taylor Municipal Decatur Great Kankakee Quad City International Carbondale/Murphysboro Greater Peoria Regional Capital Frasca Field

Dual only Dual only

Dual only Rwy 3-21/ Rwy16-34 only

Rwy9-27 only

INDIANA AID ANQ 07C BMG BAK EKM EVV FWA FKR GSH 4I7 05C HHG TYQ UMP MQJ IND HFY C62 50I OKK PPO

Anderson Municipal-Darlington Field Tri-State Steuben County De Kalb County Monroe County Columbus Municipal Elkhart Municipal Evansville Regional Fort Wayne International Frankfort Municipal Goshen Municipal Putnam County Griffith-Merrillville Huntington Municipal Indianapolis Terry Indianapolis Metropolitan Mount Comfort Indianapolis International Greenwood Municipal Kendallville Municipal Kentland Municipal Kokomo Municipal La Porte Municipal

CHANGE 12

ANDERSON ANGOLA AUBURN BLOOMINGTON COLUMBUS ELKHART EVANSVILLE FORT WAYNE FRANKFORT GOSHEN GREENCASTLE GRIFFITH HUNTINGTON INDIANAPOLIS INDIANAPOLIS INDIANAPOLIS INDIANAPOLIS INDIANAPOLIS KENDALLVILLE KENTLAND KOKOMO LA PORTE

FOM 71-4

Dual only

01-03-2008

LAF GGP MZZ MCX MIE RZL RCR GEZ SBN HUF VPZ IWH ASW I22

Purdue University Logansport Municipal Marion Municipal White County Ohio University Snyder Field Jasper County Fulton County Shelbyville Municipal South Bend Regional Terre Haute International-Hulman Field Porter County Municipal Wabash Municipal Warsaw Municipal Randolph County

LAFAYETTE LOGANSPORT MARION MONTICELLO MUNCIE RENSSELAER ROCHESTER SHELBYVILLE SOUTH BEND TERRE HAUTE VALPARAISO WABASH WARSAW WINCHESTER

IN IN IN IN IN IN IN IN IN IN IN IN IN IN

136.8 108.4 110.8 117.7 124.2 119.1 85.5 165.5 59.7 195.3 93.8 96.0 67.4 129.3

KY KY KY KY KY

197.7 258.2 245.7 249.2 288.1

OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH

186.1 190.3 231.2 105.6 91.0 60.4 196.1 161.4 166.4 166.1 173.3 175.0 183.0 151.8 167.2 169.8 68.9 155.3 105.3 106.9 110.4 116.2 179.8 185.4 125.0 193.1 110.8 164.0 149.2 151.9 141.5 171.0 77.1 95.3 169.8

Rwy 18-36 only Rwy 1-19 only

Rwy 9-27 only Rwy 7-25 only

KENTUCKY CVG LEX LOU SDF OWB

Cincinnati/Northern Kentucky International Blue Grass Bowman Field Louisville International-Standiford Field Owensboro-Daviess County

AKR CAK UNI 5G7 1G0 0G6 LUK CLE BKL OSU TZR CMH LCK DAY * I19 MGY DFI DLZ FDY FZI 14G S24 HAO 1G3 I95 LHQ AOH UYF LPR MFD MNN 4I3 7W5 OWX OXD

Akron Fulton International Akron-Canton Regional Ohio University Bluffton Wood County, Bowling Green Williams County Cincinnati Municipal Airport Lunken Field Cleveland-Hopkins International Burke Lakefront Ohio State University Bolton Field Port Columbus International Rickenbacker International James M Cox Dayton International Greene County-Lewis A. Jackson Regional Dayton-Wright Brothers Defiance Memorial Delaware Municipal Findlay ( NO A &P) Fostoria Metropolitan Fremont Sandusky County Regional Butler County Regional Kent State Univ Hardin County Fairfield County Lima Allen County Madison County Lorain County Regional Mansfield Lahm Regional Marion Municipal Knox County Henry County Putnam County Miami University

COVINGTON/CINCINNATI LEXINGTON LOUISVILLE LOUISVILLE OWENSBORO

Class B

Class B

OHIO

CHANGE 12

AKRON AKRON ATHENS/ALBANY BLUFFTON BOWLING GREEN BRYAN CINCINNATI CLEVELAND CLEVELAND COLUMBUS COLUMBUS COLUMBUS COLUMBUS DAYTON DAYTON DAYTON DEFIANCE DELAWARE FINDLAY FOSTORIA FREMONT FREEMONT HAMILTON KENT KENTON LANCASTER LIMA LONDON LORAIN/ELYRIA MANSFIELD MARION MOUNT VERNON NAPOLEON OTTAWA OXFORD

FOM 71-5

Rwy 7-25 only

Dual only Dual Only

Dual Only Rwy 9-27 only

Rwy 1-19 only

Rwy 9-27 only

01-03-2008

PCW * SKY SGH I12 16G TOL TDZ VNW VES * I64 AXV * USE ILN BJJ YNG

Carl R Keller Field Griffing Sandusky Springfield-Beckley Municipal Sidney Seneca County Toledo Express Metcalf Field Van Wert County Darke County Wakeman Neil Armstrong Fulton County Airborne Airpark Wayne County Youngstown-Warren Regional

PORT CLINTON SANDUSKY SPRINGFIELD SIDNEY TIFFIN TOLEDO TOLEDO VAN WERT VERSAILLES WAKEMAN WAPAKONETA WAUSEON WILMINGTON WOOSTER YOUNGSTOWN/WARREN

OH OH OH OH OH OH OH OH OH OH OH OH OH OH OH

116.6 127.5 161.4 133.7 116.9 77.7 90.8 91.3 130.4 142.6 117.1 65.4 185.2 173.8 214.2

PA PA

251.0 267.1

WI WI WI

119.9 187.1 123.0

Rwy 8-26 only

PENSYLVANIA PIT Pittsburgh International AGC Allegheny County

PITTSBURGH PITTSBURGH

Dual only

WISCONSIN ENW Kenosha Regional MSN Dane County Regional-Truax Field MKE General Mitchell International

KENOSHA MADISON MILWAUKEE

MWC Lawrence J Timmerman

MILWAUKEE

WI

132.0

CWA Central Wisconsin OSH Wittman Regional UES Waukesha County

MOSINEE OSHKOSH WAUKESHA

WI WI WI

242.8 176.4 139.0

WV WV

266.8 244.2

Dual only Rwy 4L/22R & 15L/33R Only

WEST VIRGINIA HTS Tri-State/Milton J. Ferguson Field HLG Wheeling Ohio County

HUNTINGTON WHEELING

WMU71.16 Kalamazoo TRSA Operations The TRSA is a place to offer all airspace users a maximum of separation safety. Cooperation of all involved is the most important factor in the success of this system. There are several actions pilots can take to help the system. WMU pilots are expected to: 1. Avoid approaches from the areas of the approach/departure corridors to runway 17/35. 2. If less than 10 miles out, advise approach control of your intentions to come inbound a few minutes in advance of starting inbound. 3. Be patient – A controller may be monitoring two (2) frequencies. He/she will normally return a call ASAP. Also remember that controller education is often in progress. As an instructional institution, we, in particular, should understand this situation. 4. Above all, advise if you are unable to accept a clearance for any reason, particularly a runway assignment.

CHANGE 12

FOM 71-6

01-03-2008

WMU Part 91 Flight Operation Procedures

Page Intentionally Left Blank

WMU PART 91 – Flight Operation Procedures WMU91.1 Applicability This part prescribes rules governing the operation of Western Michigan University aircraft, equipment, and facilities. WMU91.6 Careless and Reckless Operations A. Safety is of paramount concern. There are no circumstances that would warrant placing a student or employee’s health in jeopardy. Everyone involved with this program shall be pro-active in minimizing safety hazards and has the full authority to call for the termination of any observed unsafe act. B. Every effort has been made to make your flying at WMU as safe as possible. However, please remember that many people are regularly engaged in flying at the W. K. Kellogg Airport. They range in experience from the student to the professional. Under these conditions, FAA, University, and airport regulations are an absolute necessity and your attitude toward these regulations must be one of strict adherence. Obviously, ignorance cannot be considered an excuse since the indifferent, careless, or reckless pilot is a menace, not only to themselves, but also to EVERYONE who flies. C. Therefore, ANY PILOT violating any regulations herein, or violating any Federal Aviation Regulations or any established safety practice while piloting University operated airplanes will be subject to departmental disciplinary action. A Flight Review Board (FRB) consisting of the flight instruction staff, DSS, and DO will consider the incident. Disciplinary action may include a statement recorded in the student files, temporary or permanent suspension of flight privileges, or other action considered appropriate. When appropriate, the DEAN, DO, DSS, CFI or their designated assistants may indicate immediate temporary suspension pending FRB investigation and action. WMU91.11 Responsibility of Pilot in Command The PIC is responsible for the safe completion of every flight and ensuring that all applicable regulations and procedures are adhered. WMU91.13 Safety of Flight – Personal Minimums A. Pilots are expected to understand the extreme importance of Aeronautical Decision Making (ADM) and the impact that personal minimums have on

CHANGE 12

FOM 91-1

01-03-2008

ADM. B. Each pilot needs to critically evaluate themselves, their abilities and limitations. Setting personal limitations, periodically reviewing those limitations and abiding by those limitations will make decision making more effective. Additionally, establishing standard operating procedures will help maintain a suitable margin of safety. C. Provided in Appendix C are two documents that can assist in this process. These documents are the “Personal Minimums Checklist” and Cirrus’ “Envelope of Safety”. Both of these documents will assist in developing and maintaining an increase level of safety. WMU91.15 Safety of Flight – Video Taping in Flight A. It has been noticed that there are a number of Western Michigan University aircraft showing up on web sites such as youtube.com. Pilots involved in taking pictures or video taping while the aircraft is operating, shall ensure that they have delegated piloting responsibilities to another qualified crewmember. WMU91.17 Operations During Medical Deficiency or Fatigue A. Pilots are expected to understand the extreme hazards of fatigue. No flight shall be initiated if the pilot has not had adequate rest and is mentally, physically and psychologically fit for flight. It is recommended that a pilot have at least eight (8) hours of uninterrupted rest in the preceding 24-hour period. B. No pilot shall allow himself to get into any type of marginal situation due to a lack of rest, illness, or emotional duress. C. No pilot shall start a flight or continue a flight with any physiological or psychological factor affecting his ability to safely pilot an aircraft. D. No pilot shall start a flight or continue a flight while under the influence of alcohol or drugs not specifically approved for flight by the FAA. Some over the counter drugs may not be approved for use by airmen. Check with an Aviation Medical Examiner or Flight Operations staff member if there is any question. Reference Appendix C for the complete College of Aviation Drug and Alcohol Policy. E. You must report to your flight instructor, the CFI or his/her assistant any and all illnesses (mental and physical) which might adversely affect your flying safety. F. Nutrition - WMU pilots are expected to maintain balanced diets and regular meals. Flying while on crash diets or skipping meals on a regular basis shall be avoided.

CHANGE 12

FOM 91-2

01-03-2008

G. Pilots shall not fly while under personal or emotional stress or unusual mental pressure. WMU91.21 Facility Security and Safety A. COA Faculty, Staff, and Students must visibly display their WMU Bronco card at all times when on BTL airport facilities and property. B. All visitors to the COA must register with the Main Desk or Dispatch Office upon arrival at COA facilities. Visitors must visibly display an issued identification card at all times, and return the identification card upon checkout when leaving the facilities. Visitors shall be escorted by COA Faculty, Staff, or Students. C. Students, employees, and all others shall not block open doors at the COA Facility. This practice has frequently been used for convenience or expedience after normal hours of operation. However, this jeopardizes the security of the entire operation. Therefore, individuals responsible for blocking open a door shall be suspended from use of the facility by the DSS. D. No person shall operate hangar doors unless they have received specific instruction on how to operate the door including safety precautions. No student shall operate hangar doors unless an instructor or maintenance personnel is directly supervising. Similarly, students shall not remove airplanes from or install airplanes in the hangar without supervision. E. All personnel should be aware of the dangers present in the operation of “Scissor Style” hangar doors that are operated by cables. Although there are numerous cables per door, failure of any one cable may result in the resulting cables not being able to accommodate the weight of the door, causing them to fail also. If this occurs the door can fail, without warning, causing it to free fall down, damaging anything, or seriously injuring anyone in its’ path. Because of this, no one should pass below a moving door, and once opened, do not linger below it, or stage equipment beneath it. These doors are found on the maintenance education hangar and simulator hangar. WMU91.26 Pedestrian Ramp Safety A. It is critical that all pedestrians are cognizant of aircraft operations and hazards while walking on the ramp. Pedestrians should always walk clear of aircraft propellers and taxi lanes whenever possible. B. When walking on the ramp, pedestrians shall be constantly scanning for starting aircraft, moving propellers, and taxiing aircraft. Do not become distracted by talking to another person, or reading a clipboard. C. Cell/Mobile phone usage on the ramp area is a distraction and safety concern. Cell/Mobile phones should not be used on the ramp area. If it is

CHANGE 12

FOM 91-3

01-03-2008

absolutely necessary to use a phone on the ramp it must be done in a secure area away from running aircraft, and you must remain stationary until the call is completed. Cell/Mobile phone usage inside of aircraft is prohibited while the engine is running. D. It is advised that pedestrians vacate the ramp when there is lightning within 5 nm of the airport. WMU91.31 Aircraft/FTD Utilization and Cancellation Procedures Operating a flight department the size of WMU’s poses many challenges. One of those challenges is optimizing the availability of resources such as aircraft and training devices (simulators). It is a goal of dispatch to increase the utilization of resources thereby maximizing the training options available to you, the student. In order for this to occur, it is critical that dispatch is informed of all aircraft and training device needs. It is with this in mind that the following policies apply to all flight, training device, and/or instructional periods you are scheduled for. A. Reservation of Aircraft/Training Devices 1. For regularly scheduled slots, it will be assumed that you will be using an aircraft unless Scheduling is told otherwise through the ETA-Talon scheduling program. 2. All pilots are expected to “Ops Check In” their activity prior to the start of the flight slot. The time before the scheduled resource time slot should be used as preparation time. Any pilot who does not turn in a dispatch sheet before the start of the slot may lose their priority, and may incur a “no-show” penalty. 3. If you are delaying a flight for weather reasons you must inform the supervisor of flying (SOF) in person by the start of your flight slot. Delaying does not guarantee that an aircraft will be available later. B. Cancellations 1. If you are not going to use your aircraft/training device for your scheduled slot, you must cancel it no later than 1500, the day prior. (Cancellation for weather not included.) 2. If the cancellation is for a weather reason, it must be canceled 30 minutes prior to the flight slot start if cancellation is made by phone, or anytime before the slot starts if cancellation is made in person at the SOF desk. 3. It is the student's responsibility to inform the (SOF), and their flight instructor of all cancellations of scheduled slots. 4. Cancellation of all dual flight slots, including weather cancellations must be approved by both your flight instructor and the SOF. 5. Solo flight cancellations must be coordinated with and approved by the

CHANGE 12

FOM 91-4

01-03-2008

SOF. 6. In the event of a cancellation, reasons for cancellation will be reviewed to determine if it is excused or unexcused. C. Planned Absences 1. Planned absences must be explained in writing and submitted to your flight instructor for approval. 2. Planned absences must include a plan of how the missed flight lessons will be made up. 3. Leave of Absence forms are available in the flight planning room. D. Aircraft Priority Checkrides, Stage Checks, and Progress Checks are given priority on aircraft due to the complexity of scheduling a time suitable for both student and examiner. However, it is the student's responsibility to sign up for the aircraft with scheduling and denote that it is for a check. You will not have any priority if you fail to sign up in advance and just show up. If the checkride is conducted at Battle Creek, you should only request the aircraft for the time you need the aircraft, not the time spent in the oral examination. E. Charges and Penalties 1. Unexcused absences will result in a charge against the student’s account as follows: a. Dual flight event 0.5 flight and 1.0 brief b. Solo event 0.5 flight c. Dual briefing event 1.0 brief d. Dual FTD event 0.5 FTD and 1.0 brief e. Dual Aviator event 0.5 Aviator and 1.0 brief 2. When a student accumulates three unexcused absences in a flight course, the student will be automatically removed from flight status by ETATalon. Return to flight status requires the authorization of a full time instructor WMU91.36 Supervision of Flights A. Except as outlined in paragraph C, all flights must be under the supervision and direction of the SOF. B. Any solo training flights shall be conducted only under the supervision of the SOF who is present on the ground at the training facility. C. All approved “After Hours” flights, including dual instructional flights, staff currency flights and personal use flights, must be conducted with flight following provided by a regular full time flight instructional staff who will serve as the point of contact. “After Hours” flights are not approved for solo or PIC training operations. Refer to WMU91.56 for additional “After

CHANGE 12

FOM 91-5

01-03-2008

Hours” procedures. WMU91.41 Aircraft/FTD Dispatching A. All flights in WMU aircraft, AATD and FTDs must be dispatched through the Dispatch Office prior to flight. B. “Solo” and “Non-Dual” flights (Team rides, PIC, or any flights on which there is no flight instructor on board) must be authorized by the current SOF. No other “Authorizing” will be valid for dispatching the flight. C. Prior to flight, the pilot shall present a flight data sheet with all applicable information completed, a Pilot Qualification (PQ) card for non dual flights, and a briefing on weather and NOTAMs pertinent to the flight to a flight instructor for authorization of the planned flight. D. All pilots should be prepared to present to the authorizing instructor valid pilot certificate, medical certificate, valid photo identification and in the case of student pilots, appropriate logbook endorsements prior to flight authorization. E. Prior to any flight being authorized the authorizing instructor shall ensure through positive identification that the person present is indeed the person being authorized. This positive identification shall be either through personal acquaintance with the pilot or by use of a valid picture ID. Valid picture ID includes WMU College of Aviation ID, or a driver’s license/government issued ID. F. After being authorized, the pilot shall present the flight data sheet to the Dispatch Office for computer integrated dispatch. (Note: The computer may not dispatch a flight if procedural “Grounding” has occurred). G. When dispatched, a post solo pilot receives the aircraft/FTD clipboard with key in it or just the aircraft/FTD key. Student pilots that have not yet reached solo status will not be issued an aircraft key. The aircraft key will be issued to the accompanying instructor. It is the responsibility of the accompanying instructor to stop by Dispatch to pick up the aircraft key. H. Clipboards shall be filled out appropriately after your flight and remain in the aircraft/FTD until the last flight of the day unless otherwise instructed by Dispatch. I. All flights must be received in by the Dispatch Office after their completion. This is accomplished by calling in the appropriate information on Company frequency, or turning in the completed clipboard to the Dispatch Office. J. After flight, all training solo and PIC flights must have their activity completed through ETA-Talon with the SOF. K. Aircraft/FTD keys are never to be left in the aircraft/FTD. After the flight the aircraft/FTD key must be returned to Dispatch, and then you will receive

CHANGE 12

FOM 91-6

01-03-2008

your original flight data sheet. In the case of pre-solo student pilots, the accompanying instructor is responsible for returning the key to Dispatch. WMU91.43 Effective Dispatching of Aircraft A. When an aircraft is dispatched using WMU's computerized dispatching program, checks are conducted to promote effective utilization. This includes program logic that should help ensure a particular fleet of aircraft does not come due for routine maintenance inspections all at the same time. B. Pilots should not make demands on dispatch for a particular aircraft. Dispatch should be able to accommodate make/model. Beyond these requests, pilots need to rely on the computerized dispatching system to keep the maintenance due times on schedule. C. Special requests for extenuating circumstances may be made such as the following: 1. A particular aircraft is needed to comply with previous FAA reservations. 2. A particular aircraft is needed for spin training (N976BC) 3. Arrangements have been made for an FAA checkride later that day. WMU91.51 Company Radio Frequencies (123.30 MHz & 123.50 MHz) A. Western Michigan University operates two company frequencies on 123.30 MHz and 123.50 MHz. These frequencies are for educational use and shall be used with the following guidelines in mind: 1. Dispatch will monitor the 123.50 MHz frequency and respond to calls addressed to Western Dispatch, for essential information and communications. 2. Dispatch will broadcast to all monitoring Western aircraft, essential operating information and/or safety information on 123.30 MHz. 3. Western aircraft on cross-country flights may relay messages to dispatch via monitoring aircraft in the practice area. 4. Dispatch may request local monitoring aircraft to relay messages to cross country aircraft. 5. Training flights shall normally monitor the 123.30 MHz frequency when not required to be communicating with ATC. If there is a need for communication, the pilot will be notified and instructions will be given. B. Western Michigan University also operates the 123.30 MHz frequency for collision avoidance, assistance, and practice area reporting. When arriving into, and operating in a local practice area, the following procedures are recommended: 1. When entering the practice area, the pilot should announce entering the practice area along with intentions.

CHANGE 12

FOM 91-7

01-03-2008

Example: Alpha area traffic, Western 73 entering Alpha from the north west, will be transitioning south east bound to Turtle Lake at 2,500' 2. Only aircraft in immediate proximity or conflict to the above advisory shall respond. 3. When departing the practice area, announce your intentions indicating you are proceeding to the gate. Example: Alpha area traffic, Western 73 over Turtle Lake, proceeding to the South Gate. 4. Western aircraft in local operations shall monitor this frequency when not monitoring ATC. C. The following prohibitions apply to the use of the company frequencies: 1. No non-essential or non-operational communications, chatter, etc. 2. No communication to non-Western aircraft. D. The frequencies 123.30 MHz and 123.50 MHz are utilized by other flight schools, gliders, and hot air balloonists, and are not discrete to our operation. Always use proper terminology and the Western call signs. WMU91.56 After Hours and Overnight Flight Operations A. All flights utilizing WMU aircraft shall have flight following conducted by WMU personnel. This is normally accomplished through the roll of the Supervisor of Flying. Occasionally, when a genuine need is proven, it may be necessary to conduct flights while operations are closed. Valid reasons for this may be transportation trips, legitimate and unavoidable schedule conflicts, or other unusual circumstances. Flights operating during these times are limited to dual instructional flights, transportation flights or personal use flights and must adhere to “after hours” operations. B. Each PIC utilizing “After Hours” must obtain approval prior to flight and ensure that all organizational issues are attended to. This includes: 1. Obtaining approval from the Chief Flight Instructor or his/her assistant (All attempts should be made to have this completed by 5:00 pm) 2. Obtain a Point of Contact (POC) (full time flight instructional staff) who will provide flight following. 3. List all pertinent after hours information at Dispatch. 4. Arrange for dispatching of aircraft prior to dispatch closing. 5. Arrange for line crew to leave space in hangar and know which hangar. 6. Ensure you have access to the hangar and you know how to operate the hangar doors. 7. Ensure you have access back into flight ops building. C. Prior to flight, the PIC will ensure that a flight plan is filed with FSS with

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FOM 91-8

01-03-2008

the Department of Public Safety’s phone number in the contact information (269-387-5555). Just before flight, the PIC shall contact the POC and give the following information: 1. Aircraft type & registration number 2. Occupants 3. Route of flight 4. Type of flight plan 5. Cell phone # for the PIC (& student) 6. Expected time of return D. Upon landing at each full stop destination, the PIC will 1. Close the flight plan 2. Contact DPS prior to entering any COA hangar 3. Call the POC 4. Hangar the aircraft (after final landing at BTL) 5. Ensure all buildings are locked & secure E. Pilots must have had an adequate period of rest in accordance with WMU91.17 to utilize after hours operations. F. No training flights shall be permitted which involve overnight stopovers, excursions to distant places, or personal convenience missions unless approved by the CFI or his/her assistant. Training flights are intended to be instructional, and should not be compromised by trying to meet alternative missions. WMU91.61 Day Weather Minimums & Restrictions - VFR A. VFR weather minimums for staff currency flights and instructional flights with a WMU flight instructor on board in controlled airspace is 3 sm visibility and 1000’ ceiling. B. VFR weather minimums for training flights without a WMU flight instructor on board shall be authorized in accordance with weather minimums as prescribed on the student’s PQ card. In any condition, solo and PIC instructional operations are restricted to the following minimums: 1. Traffic Pattern – 3 sm visibility and 1500’ ceiling 2. Local Practice Area – 4 sm visibility and 2000’ ceilings or higher as necessary for intended maneuvers. 3. Cross Country – 5 sm visibility and 3000’ ceilings reported and forecast throughout the duration of the cross country. In the event that during the conduct of a cross-country, the weather deteriorates below 5 sm visibility and/or 3000’ ceiling, the SOF should be contacted as soon as reasonably possible. At the discretion of the SOF, continued flight can be authorized for recovery to a suitable airfield including back to base with

CHANGE 12

FOM 91-9

01-03-2008

current/forecast conditions as low as 4 sm and/or 2000’ ceiling in conjunction with the student’s PQ card. Under no condition should the SOF authorize flight contrary to any endorsed limitation in the student’s logbook. C. The authorizing flight instructor shall analyze each solo/PIC instructional operation prior to departure for appropriate extension to higher minimums for any particular flight and verify the student's PQ card limitations. WMU91.66 Night Weather Minimums – VFR A. Weather minimums for VFR night flight operations in the pattern shall be 4 sm visibility and 2000 feet ceiling existing and forecast for the entire area, and time period 1 hour before and after the proposed operation. When there is a forecast of probability, becoming or temporarily reduced visibility or ceilings, the Chief Flight Instructor or his/her assistant must authorize the flight. B. Weather minimums for VFR night flight in the local area shall be 6 sm visibility and 3000’ ceiling existing and forecast for the entire area, and time period 1 hour before and after the proposed operation. When there is a forecast of probability, becoming or temporarily reduced visibility or ceilings, the Chief Flight Instructor or his/her assistant must authorize the flight. C. Weather minimums for VFR night flights out of the local practice areas shall be 6 sm visibility and 3000’ ceiling existing and forecast for the entire route/area, and time period 2 hours before and after the proposed operation. When there is a forecast of probability, becoming or temporarily reduced visibility or ceilings, the Chief Flight Instructor or his/her assistant must authorize the flight. In the event that during the conduct of a night crosscountry, the weather deteriorates below 6 sm visibility and/or 3000’ ceiling, the SOF should be contacted as soon as reasonably possible. At the discretion of the SOF, continued flight can be authorized for recovery to a suitable airfield including back to base with current/forecast conditions as low as 5 sm and/or 2500’ ceiling in conjunction with the student’s PQ card if applicable. Under no conditions should the SOF authorize flight contrary to any endorsed limitation in the student’s logbook. WMU91.71 Special VFR Procedures A. Permission is required from the CFI or his/her assistant for all Special VFR operations in WMU aircraft. B. Any flight conducted on a Special VFR Clearance without prior permission must be reported immediately to the CFI or his/her assistant after the

CHANGE 12

FOM 91-10

01-03-2008

conclusion of the flight. WMU91.75 IFR Flight – General A. No flight shall be made on an IFR flight plan or in weather conditions less than required for VFR unless the pilot, or flight instructor meet the following requirements: 1. is instrument rated; 2. is an instructor employed by the college or is a full time faculty/staff member; and 3. has accomplished an instrument proficiency check conducted by WMU standards department within the past six months. WMU91.76 Weather Minimums - IFR A. Unless otherwise authorized, no IFR flight shall be initiated if weather conditions are below 1,000' ceiling and/or 1 sm visibility. B. For training and Staff Currency (personal use) flights, IFR flight in weather conditions below those listed in item (A) may be authorized by the CFI or his/her assistant only if: 1. the flight is being conducted in daytime in the case of single engine aircraft, (any time for multi engine flights); 2. reports and forecasts indicate that departure and en route are at least 1 sm visibility and 500’ ceiling; and 3. destination weather is at least 1/2 sm visibility above and 300’ ceiling above the intended approach minimums for that airport. C. If conditions deteriorate below (A) while the flight is en route, the pilot shall, if on the ground, remain in contact with the CFI or his/her assistant for advice and information. If airborne, the flight should, if possible, proceed to a destination where weather conditions are above (A). D. For transportation flights, no IFR flight in weather conditions below those listed in item (A) shall be authorized by the CFI or his/her assistant unless: 1. no training is being conducted on the flight; 2. there are two pilots who comply with and are current in accordance with WMU91.75(A); 3. reports and forecasts indicate that departure and en route are at least at or above Category 1 approach minimums; and 4. an alternate airport compliant with applicable FAR’s exists within one hour normal cruise. For multi engine aircraft, compliance must be based on single engine cruise performance. E. In the event appropriate approvals cannot be obtained, the flight may not continue.

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WMU91.81 Restriction to Flight - IFR A. With respect to training flights, the following maneuvers are not permitted to be intentionally performed in clouds: 1. Stalls 2. Unusual attitudes 3. Minimum controllable airspeed 4. Spins 5. Emergency descents B. With respect to Multi-engine training flights, the following maneuvers are prohibited during flight in weather conditions less than VFR: 1. Engine failure after takeoff except when the aircraft is established in a climb, with climb configuration and power setting, and the aircraft is at least 1,000’ AGL. 2. Full feather engine shut down 3. VMC Demonstration 4. VYSE Demonstration (Drag Demonstration) C. With respect to Multi-engine training flights, under no conditions shall the mixture be retarded to initiate power loss when in cloud or when below 3,000’ AGL. WMU91.91 Additional Night Flight Restrictions A. All pilots flying at night are reminded that right traffic patterns are illegal at Battle Creek and Kalamazoo when the tower is closed. Unauthorized right turns can result in violations, fines, and/or suspension of certificate. B. The following maneuvers are not permitted during night operations: 1. Spins 2. Eights on Pylons 3. Ground Reference Maneuvers C. For Multi-engine training flights, the following maneuvers are prohibited at night: 1. Engine failure after takeoff except when the aircraft is established in a climb, with climb configuration and power setting, and the aircraft is at least 1,000’ AGL. 2. Full feather engine shut down D. For Multi-engine training flights, the following maneuvers are prohibited at night when there is not adequate visual reference to safely conduct the maneuver. 1. VMC Demonstration 2. VYSE Demonstration (Drag Demonstration)

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WMU91.96 Cold Weather Aircraft Operating Restrictions A. No flight training operations are permitted when the surface temperature is at or below –28 degrees C (-18 degrees F). B. No flight training operations are permitted when the surface wind chill temperature is at or below -28 degrees C (-18 degrees F). C. See Appendix C - Section 2 for additional winter operations concerns. WMU91.101 Propeller Safety During Cold Weather Preflight A. Some aircraft manuals recommend rotating the propeller through by hand during preflight of a “cold soaked” engine in an effort to loosen up the oil. While sometimes recommended, the risk involved outweighs the benefit. With our aircraft being hangared overnight and quick turn around times between flights, seldom is the engine cold enough to warrant turning the propeller through by hand to loosen up the oil. As such, do not try to loosen up the oil by rotating the propeller by hand. B. If you must move the propeller in order to adequately inspect your aircraft during preflight, make sure that you rotate the propeller in the reverse direction of normal rotation. WMU91.106 Flight in Icing Conditions A. With the exception of Seneca operations, under no conditions shall an aircraft be allowed to take off or continue flight into known icing conditions. B. Unless approved by the CFI or his/her assistant, no aircraft shall be flown in an area where current Aviation Terminal Forecasts (TAF) for that area of flight is forecasting freezing rain or freezing drizzle. This includes forecasts of any intensity of freezing rain or freezing drizzle and includes any forecasts of a probability, becoming, or temporary. C. If icing conditions are encountered, the pilot shall take immediate actions to remove the aircraft from the icing conditions. This includes icing conditions encountered in Seneca aircraft. D. Seneca aircraft may operate in trace or light icing conditions. For WMU flight instructors qualified to teach in the Seneca aircraft, approval of the CFI or his/her assistant is required prior to takeoff when forecast or actual moderate icing conditions exist. For all other Seneca pilots, approval of the CFI or his/her assistant is required prior to takeoff for flight into any intensity of known icing conditions. E. If any pilot encounters icing conditions, a report of those icing conditions must be made to FSS or ATC as soon as practical. If this report cannot be made in flight, a report must be filed as soon as possible after the flight via

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landline. Refer to the AIM for any questions relating to the reporting of airframe icing. F. If there are icing conditions forecast for your flight profile and none are encountered, a report of "negative ice" shall be made as soon as possible. WMU91.111 Flight in Thunderstorms, Heavy Precipitation, Windshear and Microburst A. If thunderstorm or heavy rain in the terminal area is such that recommended cell clearance cannot be maintained, the pilot will consider the following: 1. Detouring the area or landing at an alternate airport, if necessary. 2. Delaying takeoff in not yet airborne, until the activity lessens and the pilot determines that a safe departure can be conducted. B. Takeoffs, approaches, and landings should not be attempted when thunderstorms or heavy rain are near the airport unless the runway and flight path are clear of the storm effects and their associated gust fronts. For multi engine aircraft, this shall include the consideration of single engine performance. C. Flight into areas of known windshear (i.e., differential airspeeds in excess of 10 kt) or Microburst Alert is prohibited. Flights must not take off or conduct the final approach segment to a runway where ATC has reported a Microburst Alert. For this context, the final approach segment is defined as below 1000 feet (AGL) for a VFR approach and inside the Final Approach Fix or Point for an instrument approach. If already established on the final approach segment a missed approach is required. WMU91.116 Appearance and Clothing A. Pilots flying University aircraft represent Western Michigan University and the College of Aviation. Therefore, pilots are expected to be clean, neat, and well dressed while engaged in University flight activities. It is not permissible to wear clothing that is offensive or vulgar in nature or that advertises alcohol or illicit drugs. B. For training flights, and other flights where personnel are officially representing the University, College personnel shall wear clothing representative of a professional flight organization. This will include long pants, shirts with sleeves and close toed shoes. C. For flights other than training flights, including personal use and recruiting flights, it is permissible to wear more casual attire, including shorts, but it should be recognized that it is the pilot’s responsibility to ensure that safety practices are not compromised. Of particular concern is that pilots should wear shoes that are securely worn. Flip-flops style sandals are not

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acceptable. D. All pilots and passengers shall dress appropriately for severe climatic conditions. This includes enough clothing to prevent excessive chilling when performing the pre-flight during winter operations (gloves, hat, and appropriate outerwear.) Considerations shall be given to survival in event of unscheduled or forced landings in remote areas. The following cold weather practices will be adhered to for all flight activities: 1. From November 1 through March 31 all users of WMU aircraft must have a jacket on board the aircraft regardless of temperature. It is also recommended that hats & gloves be on board the aircraft. 2. Jackets must be worn for preflight and carried on board the aircraft for all flights that the surface wind chill temperature is at or below 5 degrees C (41 degrees F). 3. Head Covering and Gloves must be worn for preflight and on board the aircraft for all flights that the surface wind chill temperature is at or below –6 degrees C (21.2 degrees F). WMU91.121 Flight Plan Information A. Flight plans shall be filed and activated for any student pilot training flight with a destination over 25 miles from the departure airport. All other solo or PIC training flights shall file and activate a flight plan if the destination is over 50 miles from the departure airport. B. For dual training flights or non training flights, flight plans shall be filed and activated when the destination is over 100 miles from the departure airport. C. Flights with multiple destinations shall be filed as separate flight plans for each leg with a landing. One round-robin flight plan shall not be filed for the entire trip. D. Flights, cross country or local, with any portion flown in an after hours situation must be on a flight plan and shall have the WMU Public Safety phone number of (269) 387-5555 listed as the contact number. WMU91.126 Aircraft Preflight Action A. Before entering the aircraft for flight, the pilot and/or instructor shall give the airplane a thorough “line inspection or preflight” in accordance with the approved checklist. B. Each aircraft, have “GATS” fuel strainers provided. These fuel strainers have a large capacity and can be used to sump all tanks before needing to be emptied. The manufacturer of the “GATS” strainer claims that the strainer has the capability of separating water from the fuel; this has been found not to be true. DO NOT USE THE STRAINER TO SEPARATE WATER

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C. D. E.

F.

G.

FROM THE FUEL. The strainer should be used to determine contamination only. Clean fuel can be reused, and should be returned to one of the aircraft’s tanks. Contaminated fuel should be discarded in a contaminated fuel station. Do not dump fuel on the ramp. The “Aircraft Technical Log” on the aircraft clipboard shall be consulted to ensure that adequate time before inspection exists for the planned flight. The back page of the “Aircraft Condition Report” form shall be consulted to ensure that the flight will be completed prior to the hours and date of the next required inspection. The yellow/pink “Aircraft Condition Report” forms on the aircraft clipboard shall be checked to ensure no open discrepancies are reported for the aircraft. If open discrepancies are noted, the aircraft is not airworthy and shall be reported by following the aircraft maintenance discrepancy (squawk) procedure in this manual. If any discrepancies are noted during preflight inspection, the aircraft is not airworthy and shall be reported by following the aircraft maintenance discrepancy (squawk) procedure in this manual. Reference WMU91.201 and WMU91.206. After preflight, all baggage, aircraft tin, chocks, and other materials must be stowed for flight and not left loose in the cockpit.

WMU91.131 Aircraft Airworthiness & Maintenance Inspections A. When an aircraft is dispatched, the pilot may determine that the aircraft is in compliance with scheduled maintenance inspections through two different ways. One is by review of data provided with the tin; the other is by review of aircraft maintenance logbooks. While reviewing data provided with the tin is generally the more accepted practice, reviewing maintenance logbooks is the more accurate method. B. When determining maintenance requirements by reviewing the aircraft tin, the pilot must determine that by the completion of the flight, the maintenance due time and annual inspection are not exceeded. Both the maintenance due time and the date of the next required inspection is found on the inside yellow flap of the Aircraft Condition Report booklet. The pilot must ensure that the aircraft is not flown past the next due date recorded, or past the maintenance due time. 1. When checking maintenance due times, compare that number to the a. “Flight” meter for Cirrus and Seneca aircraft; b. “Maintenance Hobbs” for Seminole aircraft; and c. “Tach” meter for Cessna aircraft. C. To determine and prove airplane airworthiness relative to required

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inspection for airplanes on progressive inspections at WMU, the pilot should: 1. Note and record Hobbs reading. 2. Contact maintenance supervisor or staff mechanic to obtain aircraft maintenance log records for inspection. 3. Inspect logbooks to determine date of last complete cycle of inspections. This is entered in the aircraft logbook on the Inspection Checklist in the front of the logbook. 4. Determine that this cycle was completed within 12 calendar months of present date. The completion of the last inspection in the cycle results in the aircraft being signed off for the equivalent of an annual inspection. 5. Determine how often each phase interval should occur. 6. Check that each inspection since (4) above has occurred at the proper interval. 7. Check that the aircraft is within the proper interval time since the last inspection. D. Other inspections to determine airworthiness. 1. ELT inspections: a. ELT tested and inspected every 12 calendar months b. ELT battery replaced (1) 50% of its useful life, or (2) After 1 hour of cumulative use 2. Altimeter-Static system every 24 calendar months (for IFR) 3. Transponder every 24 calendar months 4. VOR every 30 days (for IFR) E. Oil changes should occur every 25 hours or 50 hours depending on the type of aircraft. WMU91.136 Aircraft Manuals, Documents, Equipment, and Supplies A. DO NOT REMOVE original paperwork from the airplane, as it becomes tattered, shop-worn, and misplaced. The only EXCEPTION to this may be check rides or ramp checks upon demand of the FAA inspector or examiner for original paperwork inspection. B. Maintenance records are available from the Maintenance Department and must be checked out to you by a regular maintenance staff member. These documents are critically important to the airworthiness of the aircraft and are not to be removed from the Battle Creek facility without the approval of the Maintenance Supervisor or the DO. Under no conditions shall these records be checked out overnight. These documents must be returned and checked in as soon as possible after their use.

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C. The following items are all aircraft specific, and should not be removed from their specified aircraft: 1. Fuel T’s to dip the fuel tanks 2. Approved Flight Manuals, Pilot Operating Handbooks and Avionics Manuals D. Each aircraft should have its own fuel strainer, control lock (Cessna aircraft only), chocks, and aircraft tie down ropes. Do not take these items from a different aircraft if yours is missing. If any of the above items are missing from your assigned aircraft, please inform dispatch immediately for replacements. You may be held responsible for the lost item if you fail to report it. E. Many newer avionics allow pilots to change user settings or maintenance to permanently change installation settings. User settings should not be reset from factory defaults. This will help keep aircraft standardized between fleet. Installations settings should never be changed without express consent from maintenance. Improperly changing installation settings can alter the equipments airworthiness and may cause permanent damage. Changing installation settings without approval is grounds for dismissal from the flight program or termination of employment. WMU91.141 Aircraft Interior Condition A. With the exception of water, no person may eat or drink in WMU aircraft. B. Aircraft cockpit, cabin, and baggage areas shall be kept clean, organized and free of debris at all times. At the completion of each flight, the crew should review the condition of the aircraft and remove all personal items and any debris that may have accumulated. If an aircraft is left in an unsatisfactory condition, inform the Dispatch Office immediately. WMU91.146 Aircraft Fuel Quantity Requirements A. Pilots will plan each flight to include sufficient fuel for the intended operation, including alternate if appropriate, plus a one hour reserve at normal cruise power setting. B. If while in flight, the pilot experiences a low fuel annunciation or indications show that the flight will extend into the planned one hour reserve, the pilot shall land and refuel regardless of previous fuel consumption calculations. WMU91.151 Aircraft Fueling Procedures at BTL A. We have servicing notification cards to alert line service to fuel the aircraft to the proper amount. B. The Cessna 172s will have a “TOP OFF” Card and a “FILL TO BOTTOM

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C.

D.

E.

F. G.

OF COLLAR” card. Normal procedure will be to place the “FILL TO BOTTOM OF COLLAR” card in the windscreen after your flight anytime it has less than 17.5 gallons per side remaining. This will tell line service to fuel the aircraft to standard tanks. This will allow a rear seat passenger under most circumstances. The “TOP OFF” card will tell line service to fill the aircraft to long range tanks. The “TOP OFF” card should only be used if you want long range fuel before your flight, which is usually not necessary unless you are going on a long cross country. The Cirrus SR20 and SR22 aircraft will have a “TOP OFF” card and a “FILL TO TABS PLUS 5 GALLONS PER SIDE” card. Normal procedure will be to place the “FILL TO TABS PLUS 5 GALLONS PER SIDE” card in the windscreen after your flight. For SR20 aircraft, this will tell line service to fuel the aircraft up to 18 gallons in each wing for a total of 36 gallons on board. For SR22 aircraft, this will tell line service to fuel the aircraft up to 28.5 gallons in each wing for a total of 57 gallons on board. This will allow a rear seat passenger under most circumstances. The “TOP OFF” card should only be used for flights if full fuel is required. The Piper Arrows will have a “TOP OFF” Card and a “FILL TO TABS” card. Normal procedure will be to place the “FILL TO TABS” card in the windscreen after your flight. This will tell line service to fuel the aircraft up to 25 gallons in each wing for a total of 50 gallons on board. This will allow a rear seat passenger under most circumstances. The “TOP OFF” card should only be used for flights when full fuel is required. The Piper Seminole PA44 and Piper Seneca PA34-220T aircraft have a dry erase marker board for fueling requests. The board should be placed in the windscreen marked with the appropriate number of gallons to be added to each tank to bring the quantity to the desired levels. Normally the Seminole should be filled to a standard fuel load of 40 gallons per side and the Seneca should be filled to a standard fuel load of 50 gallons per side. The requested fuel amount can be changed prior to your flight if flight objectives require it. If no fuel is needed after your flight, the yellow “No Services Required” card should be displayed in the windscreen. A servicing card shall be placed in the windscreen after every flight. However, every aircraft may not get fueled after every flight. If you determine that you have enough fuel to safely complete your flight with reserve, you do not have to wait to be fueled.

WMU91.156 Aircraft Fueling Procedure Away From BTL A. When fueling away from Battle Creek, fuel may be purchased using the COA fuel credit card checked out from the Dispatch Office prior to your

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departure. This card must be requested from Dispatch and a security item, such as a credit card, or keys, must be left with Dispatch in exchange for the card. B. We are a tax-exempt institution, so we do not have to pay all of the taxes on gasoline purchases. When requesting fuel at an out location, please tell the attendant that we are tax exempt. A tax exempt certificate is available in the aircraft tin and our tax-exempt number is on the fuel credit card. C. The purpose of the fuel credit card is to purchase fuel and oil while away from Battle Creek. Do not charge any other items such as supplies, landing fees and ramp fees to this card. The pilot is responsible for all landing and ramp fees. In the case that an unforeseen expense is incurred, approval must be received from the CFI or his/her assistant prior to charging it to the fuel credit card. D. Upon return to base, the fuel credit card and all receipts shall be returned to the Dispatch Office. Your security item will then be returned. WMU91.161 Aircraft Oil Quantity Requirements A. Oil quantity shall be checked prior to departure for all flights. Under no condition shall an aircraft be taken for a flight with less than the minimum oil quantity. B. Be careful not to overfill the oil quantity past the maximum oil limit below as it may cause engine damage. Avoid using partial quarts of oil when servicing the engine because the opened oil container may leak in the aircraft cabin. C. While the aircraft manufacturer may have specific minimum oil levels for flight, the following shall be the minimum and maximum oil quantities established for Western operations. Aircraft Type WMU Minimum Oil Maximum Oil Cessna 172R 6 8 Cirrus SR20 6 8 Cirrus SR22 6 8 Piper Arrow 6 8 Piper Seminole Piper Seneca

6 6

8 8

D. Caution should be used when checking oil because of the tendency to tighten the screw-down type of oil dipsticks TOO TIGHT! This causes undue delay

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and, in some cases, equipment damage in removal. For screw-down dipsticks, tighten dipsticks only 1/8 turn past “0” ring contact. This will ensure proper security, and allow “hand” removal. WMU91.166 Aircraft Safety Equipment A. Pilots shall make use of hearing protection on every flight. This shall include headsets on dual or team-ride flights. A headset or earplugs may be used for solo flights. B. Immediately upon entering the airplane, the pilot and occupants shall fasten seat belts and shoulder harness. C. All aircraft are equipped with fire extinguishers and First Aid/Survival Kits. Pilots shall become familiar with their use and location in the aircraft prior to flight. Each First Aid/Survival Kit will have a tamper resistant seal. If the First Aid/Survival Kit is missing from your aircraft or the tamper resistant seal is broken, you must inform the Dispatch Office immediately and discontinue the flight until the item(s) are replaced. D. All WMU aircraft have carbon monoxide (CO) detectors installed. The CO detector is on the panel in sight of the crew. Special attention should be placed on monitoring the condition of the CO detector. This is especially important during times that cabin heat is used. If the CO detector indicates CO is present, the following shall be accomplished by the crew: 1. Close or turn off any cabin heat source. 2. Close any fresh air vents that pass through the engine firewall. 3. Open other fresh air vents and/or windows/doors as applicable. 4. Declare an emergency and land at the nearest suitable airfield. WMU91.168 In-Flight Guides A. It is expected that all pilots utilizing WMU aircraft will acquire a personal copy of the In-Flight Guide and use it throughout their training. B. The following guidelines will assist in the more functional utilization of the In-Flight Guide. 1. AZO Operations vs. BTL Operations a. Kalamazoo procedure pages have a green bottom border & Battle Creek procedure pages have a blue bottom border. This is a feature that allows a quick glance for the pilot to determine the area procedures in the guide. b. The guide was designed for only one of the two area procedures at a time. If you choose to use it with both sections, the tabs will not take you the correct pages. With this in mind it is not recommended that you use both sections simultaneously. It is recommended that you

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remove the section that you are not currently using. Please retain these pages for future use. 2. Laminated Pages a. The guide was printed on heavy weight glossy paper, this gives the impression that you can write and erase on them all. The following pages are the only pages that were laminated and are intended for use with the supplied grease pencil or dry erase markers. a) Weather Brief b) Aircraft Performance Data & Aircraft Weight & Balance c) ATIS & Notes d) Flight Plan & PIREP Form WMU91.171 Checklists A. When operating WMU aircraft, pilots shall use appropriate checklist for all normal operations. For emergency operations, memory drills should be accomplished as required and followed up with a physical checklist when time permits. B. If at any time the flow of a checklist is interrupted and the pilot can not be certain as to where he/she left off, the pilot should return to the beginning of that section and complete the entire checklist. WMU91.176 Hand Propping and Starting of Aircraft A. No pilot shall attempt to hand start or prop WMU aircraft. B. No WMU aircraft shall be started unless a qualified/certificated operator is in the cockpit. C. No aircraft engines should not be started or operated in any way while the aircraft is located in a hangar. Furthermore, care should always be exercised to ensure that propeller blast does not disrupt any operations, cause harm to nearby personnel, or cause damage to nearby aircraft and equipment. WMU91.181 Aircraft Ground Operations A. The beacon/anti-collision lights shall be turned on prior to engine start to warn nearby operators of your intent to start the aircraft. B. Pilots, instructors, and passengers will enplane and deplane an aircraft only when the engine is off. The only exception is that the flight instructor may deplane on dual-to-solo operations when the ramp area is clear of contaminants (snow, ice, wet, etc). This exception shall only be permitted in Cessna aircraft and the flight instructor must remain behind the wing strut at all times while exiting the aircraft. C. Pilots must be aware of the proximity of hangars, persons, objects, and other

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D. E.

F. G. H.

aircraft prior to start up. Pilot must position their aircraft accordingly to not blow debris or cause an excessive wake in their direction. The WMU ramp (and any ramp) is a NO WAKE Zone!!! Engine RPM must be kept at a minimum for movement. This means idle +200 RPM maximum; 1000 RPM is too high once the aircraft is moving! When operating in a “congested area” the aircraft shall only taxi at a pace no greater than a brisk walk. In any case, the aircraft shall not be taxied at a pace where in the event of a mechanical malfunction of the brakes and or steering there would be a cause of danger to other aircraft or people. At all times the aircraft shall be controlled as if the aircraft were operating on a slippery surface. In other than congested areas the aircraft must be taxied at a pace where the aircraft can be controlled in the event of a malfunction and stopped without the hazard of collision. A congested area is an area where other objects i.e. people, aircraft, buildings etc. are within a wingspan of the aircraft. Propeller blast must be kept to a minimum when operating in a congested area. Cessna alert notices indicate excessive loads on the horizontal stabilizer due to improper ground handling can cause cracks in the forward attachment stiffener. Therefore, tow-bars should be the only means used to position or turn an aircraft during ground handling.

WMU91.183 Aircraft Taxi Operations In accordance with AC 91-73A (SINGLE-PILOT PROCEDURES DURING TAXI) the following procedures shall be followed. A. Pilots should take some time and study the airport layout. An airport diagram should be readily available for use by the pilot. Pre-taxi plans should focus on the departure airport, and pre-landing plans should be focused on the arrival airport. The expected taxi route should be checked against the airport diagram or taxi chart, and special attention paid to any unique or complex intersections along the taxi route (e.g., transitioning through complex intersections, crossing intervening runways, entering and lining up on the runway for takeoff, and approaching and lining up on the runway for landing). B. Airport diagrams for BTL and AZO are available in the In-Flight Guide and shall be utilized by the pilot when the aircraft is being taxied at these airports. For flights with planned landings other than BTL and AZO the pilots shall ensure they have a current taxi diagram for their intended airport. C. Taxi diagrams are available from many different sources. Current instrument approach charts would be the ideal method, however not all

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airports are available from these charts. For airports not included in instrument approach charts the following websites provide taxi diagrams available for printing. 1. www.michigan.gov/aero/ 2. www.aopa.com D. Regardless of the source, any taxi diagram utilized by the pilot shall be checked against current NOTAMS for that airport. WMU91.186 Parking and Securing of Aircraft A. At the termination of all flights, the airplane shall be appropriately secured with controls locked, wheels chocked and doors secured. For all single engine aircraft, the pilot should ensure both main gear are chocked when the aircraft is not in use. For multi-engine aircraft it is acceptable to chock just the nose gear. If the pilot leaves the aircraft for any time, the aircraft should be chocked and doors secured. B. Make sure all “After Landing”, “Engine Shutdown”, and “Securing” Checklists items have been completed. C. Securing airplanes at cross-country stops shall be as follows: 1. Be alert for hazards associated with prop wash and/or wind gusts, etc., when operating around or parking in the vicinity of a large airplane operations area. 2. DO NOT leave an airplane parked on a flight line without securing it. (Chocks will be OK if you keep the airplane in sight.) The aircraft shall be locked with the control lock installed. Throttle locks shall also be installed if available. 3. Avoid air carrier terminal areas. Go to itinerant general aviation area for logbook signing, fuel, etc. 4. Avoid any unnecessary stops unless required by contingencies or unforecasted weather. 5. If an extended or overnight stay is required, the aircraft should be hangared if possible. If hangaring is not possible, the aircraft must be securely tied down and chocked. Financial charges for securing the aircraft are the responsibility of the pilot unless prior approval is obtained from the CFI or his/her assistant. D. Parking of aircraft at the Battle Creek airport shall be in accordance with the following procedures: 1. Cirrus aircraft should be parked on the Terminal Ramp during normal operations. 2. Parking of aircraft on the Terminal Ramp must be on the parking lines only. Do not park on any area of the Terminal Ramp that is not marked.

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If the Terminal Ramp parking lines are full, you must park on the South or North Ramp. Do not under any circumstance park in front of the Eaton Hangar or block access to it. 3. The South ramp is marked with parking lines also. When parking on the South ramp, aircraft should be aligned with the parking lines facing west. 4. Non-Cirrus aircraft shall park on the South Ramp at all times, unless taken to the North Ramp for maintenance purposes. 5. At the end of the day’s activity, aircraft should be taxied to a location closest to their storage hangar as directed by line crew. a. During night time operations this communication will be through the use of a lighted N-T-S sign that is on the simulator building: (1) If “N” is illuminated, taxi the aircraft to the north ramp (2) If “T” is illuminated, taxi the aircraft to the terminal ramp. (3) If “S” is illuminated, taxi the aircraft to the south ramp. b. During daytime operations, there is a large red arrow located near the fence in front of the education building. The sign will be manually positioned and will indicate one of three positions. (1) Pointing South – take your aircraft to one of the south hangars. (2) Pointing Up – Line crew is not stacking hangars at this time, park on the ramp as appropriate. (3) Pointing North – take your aircraft to the north hangar. E. Aircraft tie down ropes/straps must not be left on the WMU ramp; they shall be placed in the aircraft when not in use. For Cirrus aircraft the tie down ropes shall be placed in the receptacles in the baggage area. For all other aircraft the tie down ropes should be stowed in the bag provided and placed in the aircraft. For Cessna 172, the bag containing the ropes should be placed under the aft passenger seats. WMU91.191 Aircraft and Flight Abnormalities A. Pilots shall report all abnormal aircraft conditions or situations occurring during the operation of WMU aircraft. Some examples may include but are not limited to the following: 1. Hard Landings 2. Nose Wheel First Landings 3. Unintentional Spins 4. Uncommanded power loss 5. Tail Strikes 6. Bird Strikes 7. Runway Excursions (See WMU91.193) 8. Severe Turbulence Encounters

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FOM 91-25

01-03-2008

9. High Aircraft Load Factors 10. Exceeding Any Aircraft Limitation (See WMU91.196) 11. Any Occurrence That May Have Caused Aircraft/Property Damage or Effect The Safety of Future Flights B. All abnormalities of aircraft operation shall be reported to the SOF and maintenance department adhering to the procedure in this part. WMU 91.193 Taxiway and Runway Excursions A. If at anytime during aircraft operations, a pilot inadvertently departs the intended operating surface such as the ramp, taxiway or runway, the pilot shall allow the aircraft to safely come to rest and avoid further movement. Continued movement on surfaces that are not intended for aircraft movement may cause damage to the aircraft and possible personal injury. B. If a pilot encounters a taxiway or runway excursion, that pilot should, if applicable, notify ATC to report the situation as soon as practicable, and then secure the aircraft by following the shutdown and securing checklists. After securing the aircraft, the pilot shall notify the SOF prior to further operations. WMU91.196 Pilot Actions After Exceeding Aircraft Limitations If a pilot encounters a situation where aircraft limitations have been exceeded, the following procedures should be followed: 1. If the limitation involved operating an aircraft system, such as the gear or flaps, above its operating speed, leave the gear and flaps in their current position, limit airspeed appropriately and return to base or suitable airfield. This was based on the idea that if the gear or flaps were damaged, further damage or failure may occur by using them further. 2. If practical, accomplish a "controllability check" to evaluate aircraft handling characteristics that may have changed as a result of an overspeed (or possible structural damage). The “controllability check” should be accomplished at a reasonably high altitude, away from any built up areas and be limited to normal flight procedures (climbs, descents, turns in both directions, airspeeds from cruise to approach.) WMU91.201 Reporting Aircraft and FTD Abnormalities at BTL A. Pilots shall report all unusual or irregular aircraft conditions to the maintenance department and the SOF. The aircraft shall NOT be used again until the maintenance staff determines its airworthiness. B. If an aircraft condition irregularity is noted on preflight inspection or during the flight, the pilot, instructor, and dispatcher shall follow the following

CHANGE 12

FOM 91-26

01-03-2008

procedure: 1. The pilot shall report the condition to the SOF and maintenance personnel. Be as descriptive as you can about the problem and any measures you have taken to rectify it. 2. The flight instructor/maintenance personnel will note the condition in the YELLOW Airplane Condition Report booklet in the aircraft tin. The aircraft tin must be delivered to maintenance personnel and will be retained by them until the aircraft is returned to service as airworthy. 3. Only one aircraft squawk/defect shall be entered on a sheet in the YELLOW Airplane Condition Report booklet. If there is more than one defect/condition to report, you must use a new sheet. 4. The “Airplane Condition Report” booklet shall be placed on the top of the aircraft tin after the discrepancy is written on it. 5. The pilot shall inform the Dispatch Office of the condition of the aircraft along with the appropriate aircraft time information. 6. Dispatch will ground the aircraft and coordinate with maintenance for its return to service. 7. Maintenance shall return the tin to dispatch when the condition is repaired or appropriately deferred. The Return to Service Authorization must be filled out and signed by qualified maintenance personnel before the aircraft can fly again. C. If the discrepancy is noted after aircraft startup, the pilot shall park the aircraft by the maintenance hangar at the conclusion of the flight. D. The yellow “Airplane Condition Report” booklet is the only place that discrepancies can be made, do not put them on any other form. WMU91.206 Reporting Aircraft Abnormalities Away From BTL A. If an aircraft abnormality occurs anywhere other than BTL, the following procedure shall be followed: 1. After aircraft shutdown and prior to contacting WMU, write down precise information concerning the abnormality including any measures taken to remedy the problem. 2. Secure the aircraft. You are responsible for the safety of the aircraft until it is returned back to base. 3. Locate a phone and phone number that you can be contacted at so WMU may call you back as necessary. 4. Call the Dispatch Office and report the abnormality and follow their instructions. If dispatch is not available call the appropriate SOF number listed on the inside of the aircraft clipboard. B. The Chief of Maintenance or his/her designee must approve any repairs or

CHANGE 12

FOM 91-27

01-03-2008

maintenance actions prior to them being performed. Pilots will be held personally liable for unauthorized maintenance billings and additional damage costs resulting from unauthorized repairs. C. All expenses resulting from an extended delay due to aircraft maintenance required away from BTL must be approved by the COA prior to the expense to be considered for reimbursement. Reimbursement of expenses is at the discretion of the COA. WMU91.211 Coordinating Repair of Aircraft Abnormalities To minimize interruptions to the maintenance department, pilots should address any inquiries about specific aircraft availability directly to dispatch, or the SOF, who will in turn coordinate with the maintenance office. WMU91.216 Unprogrammed Landings A. Any pilot making an unauthorized or unintended landing at any point other than their approved flight-planned destination shall not attempt to take-off again without approval from the SOF. B. The pilot shall contact the SOF as soon as possible after landing, explaining the full circumstances of the landing, giving their location and reporting any damage. C. If a flight plan had been filed the pilot must inform Flight Service of the deviation no later than 30 min. after their ETA. WMU91.221 Use of Western Aircraft Call Signs A. WMU has entered an agreement with the Kalamazoo and Battle Creek ATC establishing alternate aircraft call signs for the Cessna aircraft along with procedures and responsibilities for using these locally approved call signs in accordance with Federal Aviation Regulations. B. WMU students and staff are authorized to use the “Western” call sign only when the following conditions are met: 1. When communicating with Kalamazoo or Battle Creek ATC. 2. When operating locally VFR. C. Western Call Signs shall be used at all times when operating VFR and communicating with BTL or AZO ATC. This includes arriving and departing on cross-country flights and practice approaches. D. WMU shall not file flight plans using “Western” call signs. E. When operating at Battle Creek only, the following Western call sign prefixes shall be used: 1. When operating dual, use the normal “Western” call sign. Ex. “Western 74”

CHANGE 12

FOM 91-28

01-03-2008

2. When operating solo as a student pilot prefix the “Western” call sign with the numeral “1”. Ex. “Western 174” 3. When operating solo as a private or commercial pilot or while operating as a team ride, prefix the “Western” call sign with the numeral “2”. Ex. “Western 274” 4. When operating as a maintenance test flight, prefix the “Western” call sign with the numeral “9”. Ex. “Western 974” F. In NO case shall pilots use the aircraft N-Number call sign, and then switch to a Western number or vice-versa with the same ATC facility, as this would create controller confusion. WMU91.226 Runway Incursions and Assignments A. Extreme vigilance must be observed during ground operations to follow taxi instructions properly and prevent runway incursion incidents. B. All hold short instructions from ATC must be read back, including what runway or taxiway you will be holding short of. Anytime you are not perfectly clear on a hold short instruction, ask ATC for clarification before proceeding. C. When clearing the runway after landing, you must stop prior to entering the next taxiway and contact ground control for taxi clearance unless instructed otherwise by ATC. You should clear the runway at the first available taxiway that is practicable. You can never clear the landing runway onto another runway without prior ATC permission; you must proceed to the next available taxiway. D. Pilots are cautioned and reminded NOT TO ACCEPT a runway assignment and restrictions by ATC, which exceeds airplane or pilot limitations. The tower will not automatically assign the most favorable runway. It is the pilot’s responsibility to determine and request an alternate, if necessary. If an alternate is not granted, DO NOT LAND!!!! Fly to a different airport and call the SOF for assistance. WMU91.231 Minimum Safe Altitudes A. All Flights will be conducted so as not to annoy the population. No unwarranted low flying or buzzing in general will be tolerated. Any person engaging in these activities will be suspended from the flight program. B. Minimum altitude for all “airwork” maneuvers is as follows: 1. Single engine aircraft 1,500’ AGL 2. Multi engine aircraft 3,000’ AGL for symmetric operations. 3. Multi engine aircraft 4,000’ AGL for asymmetric operations. 4. If visual maneuvers are conducted above cloud, the minimum altitude

CHANGE 12

FOM 91-29

01-03-2008

shall be that which is necessary to ensure recovery at least 1,000’ above cloud top or in accordance with 1, 2, or 3 above, whichever is greater. C. For low altitude work, WMU Pilots shall never go below 500’ AGL at any time except when making takeoffs and landings. D. Pilots shall never practice forced landings, emergency procedures, or any maneuver below an altitude of 500’ AGL except takeoffs and landings at an authorized airport. WMU91.236 Noise Abatement Procedures A. The following procedures will be regularly taught and practiced to control noise generated by WMU airplanes in any noise sensitive area. Students should understand that noise abatement will be a concern throughout their career as professional aviators. 1. Adhere to 1000' traffic pattern for arrivals unless otherwise posted or specified in the Airport Facilities Directory. (Traffic Pattern for AZO is 1,674 MSL - 800 AGL.) 2. Use maximum rate of climb speeds for first 1000 feet of climb. 3. Plan departure and arrival turns to avoid noise sensitive areas as consistent with safety and good operating practice. 4. DO NOT reduce power for climb unless this is a part of normal climb. 5. Fly at least 2000 feet above noise sensitive areas when weather permits. 6. When approaching to land, maintain an approach profile at least on or above VASI or Glideslope, if available. 7. Night flying is especially irritating to airport neighbors. Avoid continuous or repetitive landings or approaches over congested area. B. For noise abatement purposes, WMU pilots shall avoid flight below 1500’ AGL with a 2.5 mile radius of the city of Dowling. C. For noise abatement purposes at AZO, the following shall be followed. 1. No WMU aircraft shall be operated between the hours of 12:00 A.M. and 6:00 A.M. unless approved by the Chief Flight Instructor or his/her assistant. 2. All pilots terminating their flight at AZO shall make every reasonable effort to complete their final landing by 12:00 A.M. local time. If this is not possible due to an emergency or other extraordinary circumstance, and the flight arrives back at AZO after 12:00 A.M., one final landing should be made. If a landing is made after 12:00A.M., a report shall be submitted to the Chief Flight Instructor justifying the after hours operation. 3. During night operations prior to 12:00 A.M., pilots should limit their night activity in the traffic pattern to two landings. This restriction begins

CHANGE 12

FOM 91-30

01-03-2008

at the beginning of night or 9:00 P.M., whichever is later. This restriction does not apply to flight instructors obtaining or maintaining their night currency. In this case, a limit of four landings should be adhered to. 4. All pilots should exercise common sense with emphasis toward noise abatement and good neighbor practices while operating at night at Kalamazoo. Examples of this include: a. If the lesson calls for repeated pattern work, consider using alternate airports in addition to AZO. b. If calm winds exist and operations permit, consider using a runway that places the full power climb over less populated areas. c. Consider climbing at Vx while over airport property. This will place the aircraft at a higher altitude when flying over residential neighborhoods. WMU91.241 Practice Areas A. Practice areas are developed to maintain an orderly utilization of airspace for training flights. A description of these practice areas is provided in Appendix B of this manual. Additionally, practice areas are clearly identified on the In-Flight Guide. Pilots will be responsible for knowing the boundaries of all areas and remaining within the area on all local flights. B. Dispatch will assign practice areas to each flight crew. Any diversion from the assigned area must be approved by the SOF. The purpose of this is to reduce congestion and increase safety in the practice areas. C. All pilots are cautioned that it is possible to become disoriented during training flights. It is good practice, therefore, to remain within the practice area and keep a known landmark in sight, such as the airport or I-94. If lost while in the practice area, call radar and ask for help. D. Aircraft proceeding to the practice area shall climb to 3,000' MSL (with appropriate ceilings) and aircraft returning from the practice area should maintain an altitude at or below 2,500' MSL. This altitude separation will assist in collision avoidance efforts. NOTE: A10s from the Michigan National Guard base routinely fly at 2,500'msl in the vicinity of BTL. WMU19.243 IFR Departures to “VFR On Top” A. Practice areas for “VFR on Top” are defined in Appendix B of this manual. These practice areas have been created to ensure pilots that are operating “VFR on Top” have guidance to enhance traffic management and assist in collision avoidance practices.

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FOM 91-31

01-03-2008

B. Each pilot utilizing a clearance to “VFR on Top” shall coordinate with WMU dispatch as to which practice area(s) that pilot will be using. C. Each practice area is defined by VOR radial and DME and is comprised of either a 30 degree arc or a 60 degree arc off the BTL or AZO VOR’s. Furthermore DME boundaries are defined with 5, 15 and 25 DME arcs. D. When filing to “VFR on Top” the pilot should file one round robin IFR flight plan with FSS. The following guidelines shall assist in filing the flight plan 1. For filing flight plans, an initial fix should be identified with VOR radial and distance. This fix should be filed in the route section of the flight plan. 2. For close practice areas, 5 to 15 DME, the fix should be identified in the center of the practice area. Example: If the practice area you are filing to is identified by the 360 and the 060 radials from BTL and the 5 and 15 DME arcs, the fix that should be filed to would be the 030 radial, 10 DME. This would be identified in the route section as “BTL030010”. 3. For distant practice areas, 15 to 25 DME, the fix should be identified in the center of the close boundary of the practice area. This will ensure that the fix in contained in airspace controlled by Kalamazoo Approach. Example: If the practice area you are filing to is identified by the 030 and the 060 radials from BTL and the 15 and 25 DME arcs, the fix that should be filed to would be the 045 radial, 15 DME. This would be identified in the route section as “BTL045015”. 4. The cruising altitude filed should be an IFR altitude between 4,000 and 10,000 MSL. E. The following is an example of a flight plan filed out to “VFR on Top”. Note that the alternate airport in this example is the same as the departure airport.

CHANGE 12

FOM 91-32

01-03-2008

X

N48TG

SR20-G

112

KBTL

1635

6000

Direct BTL045015

KBTL

1

15

to VFR on Top S.Tkachuk

3

45

KSBN

Address on File BTL

WMU Public Safety (269) 387-5555

3

White

F. Once the pilot is in VMC conditions and can safely maintain VFR weather minimums the pilot should report to ATC that they are in VMC and cancel their IFR clearance and terminate TRSA services. G. When the pilot is ready to return to base, the pilot should notify Kalamazoo Approach of their intent for return. H. Instrument Practice Area “Delta-1” should be avoided when BTL is operating on runway 23. Instrument Practice area “Foxtrot-3” should be avoided when AZO is operating on Runway 17. I. If a pilot experiences lost communications while operating “VFR on Top” the pilot should follow lost communication procedures in accordance with regulations and the AIM. WMU91.246 Cross-Country Flight A. Pilots flying cross-country training flights out of the immediate vicinity of the BTL local practice areas, shall complete all preparations required for local flights and: 1. Complete the cross-country sign-out sheet and all flight planning. 2. Submit planning to a flight instructor for checkout and authorization. 3. Leave completed, signed, cross-country sheet with the SOF prior to departure. B. All pilots utilizing WMU aircraft on cross country flights shall:

CHANGE 12

FOM 91-33

01-03-2008

C. D.

E. F.

G.

1. File a VFR or IFR flight plan. 2. Plan at least one FSS contact for each 100 miles of flight. (For altimeter settings, weather updates, etc.) 3. Plan alternate courses of action for mechanical, weather, or situational problems, i.e. airports or runways closed, VOR inoperative, etc. 4. Call in to the SOF to update their progress en route. A call to the SOF shall be made whenever possible at each airport where a full stop landing is made and the aircraft is shut down. The pilot shall inform the SOF the airport of landing and the estimated departure time for the next leg. a. To facilitate this, the following SOF/dispatch telephone numbers should be used. These numbers are also located in each aircraft tin. SOF...................................................... (269) 217-1541 Dispatch............................................... (269) 964-4037 Dispatch (Toll Free) ............................ 1-877-4 WMU FLY 1-877-496-8359 5. Notify the SOF and flight dispatcher ASAP when flight is completed or when a delay of more than 30 minutes is encountered 6. Make all traffic patterns at non-controlled airports in accordance with procedures outline in the Aeronautical Information Manual (i.e. enter traffic in counter-clockwise left flow with at least downwind leg and base leg). Check airport directory for non-standard traffic pattern. 7. Tie-down and secure the aircraft when flight is completed, or in the event of unscheduled delays en route. All cross-country training flights in the private pilot course without an instructor on board are to be flown solo. All cross-country training flights beyond the private pilot course without an instructor on board may be flown as a team ride lesson as long as all of the following are met: 1. The team rider is at least a private pilot currently enrolled and actively flying in WMU flight program, 2. The student’s flight instructor approves the flight, and, 3. The flight course syllabus does not require solo flight for that lesson. No solo student pilot cross-country shall/will be authorized which starts or returns at night. No solo student pilot cross-country shall be authorized or initiated when the planned estimated time of arrival is within 1/2 hour of sunset. If while en route the flight is delayed which results in an ETA within 1/2 hour of sunset, the pilot shall contact the SOF for advice and information. With the exception of AVS 4990 students, solo/teamride night cross-country flights for training shall be limited to the following destinations: GRR, LAN,

CHANGE 12

FOM 91-34

01-03-2008

MKG, SBN, FWA, TOL, FNT H. Destination cross-country airports for AVS 4990 students shall be chosen from the list provided in WMU71.11 as long as the following conditions are met: 1. The airport has a runway of intended use of at least 4,500’ 2. The airport has fuel services during the entire time of visit. 3. The airport is attended during the entire time of visit. WMU91.251 Runway Intersection Departures A. Intersection departures in single engine aircraft are permitted only when at least 4000’ of usable runway remaining is available for takeoff. B. Intersection departures in multi-engine aircraft are permitted only when the runway remaining available for takeoff is within the balance field length for the aircraft. WMU91.253 Stabilized Approach A. All pilots flying WMU aircraft shall strive for a stabilized approach throughout final approach, flare and touchdown. B. Under normal conditions, the following should be obtained and maintained throughout final approach and must be obtained prior to initiating the landing flare. 1. The aircraft is on glide path 2. The aircraft is aligned with the extended centerline of the runway 3. The aircraft is at recommended approach speed 4. The aircraft is configured for landing 5. The pilot has been cleared for landing (if applicable) C. If the pilot has not obtained the above criteria prior to 50’ AGL for single engine aircraft, 100’ AGL feet for multi engine aircraft and 300’ AGL for asymmetric multi engine approaches, the pilot should consider executing a go-around. WMU91.256 Touch and Go Limitations A. The touch and go is a complex maneuver that involves landing, taxing and takeoff. It is the pilot’s responsibility to ensure adequate remaining runway length and proper aircraft configuration prior to executing the take-off. B. Student pilots may not perform touch and goes during their initial two solo flights. Performance of touch and goes by student pilots after the initial two solo flights must be approved by the student’s flight instructor. C. Solo students may not perform touch and goes unless prior approved by a flight instructor and properly endorsed on their PQ card.

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FOM 91-35

01-03-2008

D. Touch and goes in non-complex aircraft require a runway length of at least 3000 feet. E. Touch and goes in complex aircraft shall be conducted only when all the following conditions exist. These conditions are: 1. Dual flights only. 2. Minimum runway length of 4,500'. 3. Daytime operations only. 4. The aircraft is configured for takeoff prior to advancing power. 5. No more than 3 approaches of any type can be made consecutively. After 3 approaches, a break from the traffic pattern must be accomplished prior to further traffic pattern practice. Such breaks include but are not limited to: flight to a local airport, flight out to the practice area and back or conducting a full stop landing and taxiing back for takeoff. F. Caution shall be exercised while performing touch and goes in complex aircraft for the potential of inadvertent gear retraction and the pilot’s tendency to lose directional control during distraction of transition from landing to takeoff configuration. WMU91.261 Stop and Go Limitations A. Single engine aircraft are permitted to attempt takeoff after a full stop landing only if at least 4000’ of usable runway remains that is available for takeoff. B. Multi-engine aircraft are permitted to attempt takeoff after the full stop landing only if the runway remaining available for takeoff is within the balance field length for the aircraft. C. It is the pilot’s responsibility to ensure adequate remaining runway length and proper aircraft configuration prior to executing the take-off. WMU91.266 Complex Aircraft Operations A. Retractable Landing Gear System Malfunction If a landing gear malfunction occurs in a WMU complex airplane, pilots and/or instructors are expected to follow manufacturer’s recommended procedure for emergency landing gear extension, as required. In addition, the following procedures shall be followed: 1. Always designate someone to fly the airplane. 2. If the gear cannot be confirmed down and locked, recycle the gear one time only, then lower using the emergency procedure. 3. If the gear is down and locked and gear trouble is suspected, do not raise or cycle gear to check for trouble. Return to operations for a maintenance check.

CHANGE 12

FOM 91-36

01-03-2008

4. If the problem cannot be resolved, declare an emergency for landing. 5. If possible make a preliminary fly-by of the control tower for a gear visual check. 6. If the problem is in the BTL area during normal hours and situation permits, have tower contact WMU Aviation for suggestions and/or directions. 7. Follow flight manual procedures for landing as situation dictates. 8. Do not attempt any “Heroic” plane saving maneuvers or procedures that add an element of risk to the operation. B. Avoidance of Inadvertent Landing Gear Retraction and/or Gear Up Landings 1. Our operation is particularly vulnerable to this type of accident because of the similarities between airplane types, and continual pilot shifting from fixed to retractable gear airplanes. 2. The following guidelines are absolutely necessary to observe: a. If you believe you cannot have a gear up accident, Don’t fly WMU retractable gear airplanes. b. Make a clear and precise check of each checklist item. c. Exercise extreme vigilance when routinely switching airplane types. d. Never overlook or override a gear warning system. If an irregularity occurs, leave the gear in the down position. If green light is noted, never recycle! e. Leave your hand on the throttle during takeoff and landing roll. f. Unless an emergency condition exists, the gear shall be extended by the final descent point (abeam the numbers, glide slope intercept, let down from FAF, etc.) g. Remember that the airplane is very happy to land with the gear up. The pilot is the critical difference! WMU91.269 Braking and Tire Protection A. To help protect tires and minimize the chance of skidding and blown tires, the following should be avoided: 1. Braking while in excess of 50 KIAS. Braking should not occur until the aircraft has decelerated to less than 50 KIAS. 2. Dragging brakes while taxiing for departure in snow or slush. This results in brake disk heating, melted snow and frozen brakes. 3. Landing with brakes on - feet too high on rudder pedals. 4. Heavy excessive braking on landing roll, especially while turning. 5. Locking brakes upon landing on icy runway and sliding onto bare patch. 6. Letting weight shift forward during landing rollout (elevator forward). B. Tire condition shall be noted during post flight inspection, and any damage

CHANGE 12

FOM 91-37

01-03-2008

or excessive wear reported to the maintenance department. WMU91.271 Intentional Spins & Aerobatic Flight A. Except for the following, aerobatic maneuvers are prohibited in WMU aircraft. 1. Chandelles and lazy eight’s are permitted in all airplanes. 2. Spins are approved in designated Cessna 172's only. B. Due to the possibility of high structural loads incurred during spin training, the following limitations shall be observed pertaining to spin instruction and practice in University airplanes: 1. Spins shall be not more than TWO (2) turns for demonstration and ONE (1) turn for practice. 2. Spins shall be done ONLY in approved airplanes and in areas approved for such maneuvers. C. Spins shall not be initiated below an altitude that will not allow recovery by 3000' AGL (4000' MSL locally) for all aircraft. WMU91.276 Prohibited Solo/PIC/Team Ride Maneuvers A. The following maneuvers are not approved for flights without an appropriately rated WMU flight instructor on board. 1. Intentional Spins 2. Unusual Attitude Recoveries 3. Emergency Descents 4. All multi-engine operations involving single engine operations either simulated or actual B. Pilots shall report any performance of a prohibited maneuver to the SOF upon completion of the flight. WMU91.281 Formation Flying There will be no formation flying with WMU aircraft without prior arrangement and approval from the CFI, DO, and DSS. This includes any intentional flight within one mile of another aircraft. WMU91.286 Right Seat Flying A. Right seat flying is authorized for current WMU flight instructors and AVS 4040, 4060, and 4090 students who are flying dual with their flight instructor. B. Student flight from the right seat on solo or team ride flights shall be accomplished only by flight instructor candidates who have been checked out for right seat flying and are appropriately endorsed on their PQ card.

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FOM 91-38

01-03-2008

C. Student flight from the right seat on team ride flights may only be accomplished when the team rider is a student in one of the flight instructor courses. D. For team ride flights that are not part of the flight instructor course, the PF must be seated in the left seat. Temporary control may be given to the PNF in the right seat during non-critical phases of flight if deemed necessary by the PF. WMU91.291 Intentional Over-flight Restrictions A. Intentional over-flights and circling of certain areas are restricted for safety, security, and to avoid nuisance complaints. These areas should be avoided unless it is necessary to over fly them during standard arrival, en route, or departure procedures. B. The following areas are restricted as described above: 1. City of Battle Creek 2. City of Kalamazoo 3. Western Michigan University Campus 4. Any public events WMU91.296 GPS Utilization A. To increase situational awareness while in the traffic pattern, all pilots on non-dual flights shall tune the GPS receiver for direct flight to the destination airport when it is not being used for another purpose such as DME, GPS approaches, or navigation. B. GPS usage on dual flights will be at the discretion of the flight instructor on setting the GPS according to the objectives for the lesson. C. All students must be able to program and use Basic GPS functions prior to solo flight. WMU91.301 Use of Aircraft External Lights A. Beacon lights should be on at all times when the aircraft engine is running. B. Strobe lights shall be used at all times when the airplane is airborne unless safety dictates otherwise. C. Taxi lights shall be used at all times when the airplane is moving during ground operations. The taxi light shall be turned off when the aircraft comes to a stop after taxi. D. For takeoffs, the taxi light shall be turned on when the pilot is cleared onto the runway for takeoff and the landing light shall be turned on when the pilot receives the takeoff clearance. E. Operation Lights On

CHANGE 12

FOM 91-39

01-03-2008

1. Pilots are encouraged to use landing, taxi, and recognition lights for all takeoffs and landings and any operations within the delta airspace of BTL. This makes your aircraft more visible to other aircraft and the ATCT personnel. For aircraft that have pulse lights installed, it is recommended to use the pulse light instead of the taxi and landing light during daytime operations. Caution: The use of the pulse light at night during takeoff or landing can lead to visual illusions. 2. All unnecessary lights shall be shut off after clearing the runway on landing. F. Aircraft navigation position lights should be on for all ground and flight operations from sunset to sunrise. WMU91.306 Cessna 172R Engine Loss of Power Considerations A. There have been some pilot reports of engines failing to respond to throttle advancement, mainly during the recovery phase of the performance of power off stall procedures. B. This problem has been attributed to: 1. Very rapid throttle advance, and/or 2. Excessively rich mixture due to possible incorrect adjustments on the fuel control unit. All pilots should be familiar with the recommended leaning techniques in the flight training environment found in Section 4 of the Cessna 172R Information Manual. C. To minimize the likelihood of power loss, it is essential that pilots keep SOME power applied to the engine while performing “power-off” maneuvers. This is critically important while performing “power-off” maneuvers with high pitch attitudes such as a power-off stall. When performing such maneuvers, the throttle should be brought back to idle plus a few hundred RPM. In the case of power-off stalls, this power setting is approximately 1300 RPM. D. If during normal training maneuvers the engine does not respond after the throttle had been advanced, and the propeller is still windmilling, follow one of the two following procedures: 1. Retard the throttle to idle and slowly advance the throttle to the full open position. [Slowly advancing the throttle means that the pilot should take approximately two seconds to advance the throttle from the idle position to the full open position.] 2. Leave the throttle open, but lean the mixture until the engine responds. E. If either of these actions fail to have the engine respond or the propeller stops windmilling, follow normal engine failure emergency procedures.

CHANGE 12

FOM 91-40

01-03-2008

WMU91.313 Cirrus Training Resources A. The College of Aviation maintains Cirrus training resources located on the college’s network “H” drive within a folder called “Cirrus Design”. Contained within this folder, are electronic copies of such documents as the pilots operating handbooks, aircraft avionics manuals, pilot training bulletins and safety advisories. B. Additional Cirrus training resources can be found at numerous websites including: 1. Cirrus Owners and Pilots Association web site at http://www.cirruspilots.org/ 2. Cirrus’ website at http://www.cirrusdesign.com/ 3. MyCirrus website located at http://www.cirruslink.com/mycirrus/ 4. Pilots World website located at http://www.cirrusdesign.com/pilotsworld/ WMU91.313 Cirrus Engine Instrumentation A. In order to assist pilots in monitoring engine health, the PFD/MFD will highlight any engine parameters that are not within normal operating conditions. “Caution zone” readings will cause the appropriate annunciation to turn yellow, while “Warning zone” readings will cause a red indication. An example is shown in the following image.

(Red)

(Yellow)

B. If you encounter an engine reading in yellow, continue to monitor the situation. If the reading continues to digress from normal, consider alternative actions that would remedy the situation. C. If you encounter instrument readings in the red, take immediate appropriate actions to remedy the situation. This may be as simple as reducing the throttle slightly if RPM is exceeded a little during takeoff, or it may be as complex as handling an imminent engine failure if the oil pressure has dropped below 10 PSI and oil temperature is increasing rapidly. D. An exception to this is high fuel flow readings displayed in red on the PFD during takeoff. The instrument range for fuel flow on the SR20 is stated in the manual as 0-18 GPH. While this is the range, it is not a limitation. Fuel

CHANGE 12

FOM 91-41

01-03-2008

flow is adjusted by maintenance while the aircraft is on the ground with the electric fuel boost pump off. Occasional readings above 18 GPH will result with high RPMs at low altitudes when the electric fuel boost pump in on. E. Please report to maintenance anytime that the fuel flow reading is above 18 GPH and the engine is rough or anytime the fuel flow reading is above 18 GPH during climb beyond pattern altitude. WMU91.315 Cirrus Landing Profiles Provided in Appendix D of this manual are profiles to be used to assist in correctly landing a Cirrus. The main emphasis of these profiles is to minimize the occurrence of flat landings, wheel barrowing, porpoising and tail strikes. WMU91.317 Cirrus Door Issues A. Care must be taken when opening Cirrus doors during periods of high winds. Wind catching the door and opening it beyond it designed limit will damage the door actuator and hinges. In addition to requiring additional maintenance to fix the actuator, the door hinges may get bent out of alignment creating long term difficulties with respect to getting the doors closed properly. B. In light of these difficulties, please implement the following procedures: 1. When opening the door from the outside, do not release your grip on the door until it is at the fully open position. 2. When opening the door from the inside, hold onto the door handle until the door is at the fully open position. 3. Do not leave the aircraft unattended with the doors in the open position. This is especially critical during windy conditions. WMU91.319 Piper PA34 Vacuum System Failures A. The first indication of a sheared accessory drive on an engine is a vacuum pump failure. The following procedure must be followed if a vacuum failure occurs in flight. 1. The effected engine should be reduced to a zero thrust setting. 2. If a loss of Oil Pressure is noticed before landing, the effected engine should be shutdown and secured. 3. After landing, you must contact the College of Aviation Maintenance Department for further instructions and also inform the SOF of the problem. B. The flight must be discontinued and no takeoff attempted if any vacuum failures occur prior to takeoff.

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WMU91.321 Piper PA34 Single Engine Operations Due to the design of the accessory section of the PA34 engines, intentional failure of air-conditioned aircraft shall be limited to the right engine. SUBPART A - SPECIAL ISSUES FOR BTL OPERATIONS WMU91.326 Run-Ups at Battle Creek A. When using Runway 23, Battle Creek ATC typically instructs the pilot to conduct the run-up at Alpha-1 or Alpha-2 taxiway. When this occurs, preference should be given to Alpha-1 taxiway. B. If instructed to Battle Creek ATC to ‘run-up at the T’s’ or ‘run-up west of the T’s’, the pilot shall conduct their run-up on the snow melt pad just south of taxiway A-4. The pilot should position the aircraft on the east side of the orange line. C. Pilots of twin engine aircraft are expected to taxi to the snow melt pad for run-up without contacting ground. Initial contact to ground is not required until run-up is complete. D. Increased vigilance should be exercised when snow plowing operations are being conducted. WMU91.331 Operations in Battle Creek Class D Airspace A. The following considerations will help BTL ATCT 1. During initial contact to BTL Ground Control you should state in your transmission that you are at the “Western” ramp. 2. Please keep all radio transmissions short and concise. Repeat only necessary items on radio calls. Remember to always listen before you transmit so you don’t step on someone else. 3. A radio call of “Clear of the Class Delta Airspace” is not necessary unless specifically requested to do so. Due to congestion on BTL tower frequency, you should not make this radio transmission unless instructed to do so by BTL tower. When you are clear of the Class Delta Airspace you are free to make any frequency change you need without notifying the tower. 4. The term “WILCO” should be used as appropriate phraseology for “will comply” when non-critical ATC instructions are issued. 5. Standard procedure at BTL will be to report abeam the numbers on the downwind and state your landing intentions (touch & go, full stop, the option, or low approach) for every landing. This will provide a better sequence of traffic and provide better situational awareness for everyone.

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B.

C. D.

E.

F.

This report should be made whether the tower asks for it or not. 6. Pilots are expected to be familiar with the visual checkpoints listed on the In-Flight guide. These visual checkpoints may be used at times by ATC. Once sequenced for approach and landing, it is imperative that you know who you are following in the pattern. If you loose sight of the traffic you are following, admit it and tell tower. Do not turn base if you are not sequenced or if you do not have the preceding traffic in sight. After takeoff when remaining in the Pattern at BTL, no turns shall be made until the aircraft is at least 1/2 mile past the departure end and within 300’ of pattern altitude unless approved otherwise by ATC. After takeoff when departing from BTL airport, initial turns from the runway heading should be initiated when the aircraft is at least 1/2 mile beyond the departure end of the runway and at least 2000’ MSL. You should continue to climb as you turn on course to at least 3000’ MSL (weather permitting) to depart the airport traffic pattern to avoid arrival traffic at lower altitudes. During practice NDB approaches to runway 23 at BTL the safety pilot must exercise extreme vigilance on the aircraft’s course. If the final approach course of your aircraft goes more than halfway toward the opposing downwind traffic leg for Runway 23, the approach should be terminated regardless of cockpit instrument indications. This practice will help to avoid a dangerous head on traffic conflict with downwind pattern traffic. Inform ATC as soon as practical when practicing asymmetric operations at BTL.

WMU91.336 Gate and Arrival Procedures A. WMU has entered into a letter of understanding with Battle Creek ATC outlining procedures to be used for arriving VFR traffic. The procedures have been established to provide for an orderly flow of VFR traffic returning from the practice areas back to the traffic pattern. Please refer to the VFR visual reference book in the Dispatch area for the specific gate identification descriptions. B. These Gate and Arrival Procedures are set forth based on normal and routine operations. These procedures are established to allow standardization to minimize the risk of returning to BTL. Weather conditions or other factors affecting the safety of flight may necessitate altering these procedures. Good judgment shall be exercised while performing or modifying these procedures. C. The following general guidelines will apply to gate procedures: 1. The gate procedures will be in effect sunrise to sunset during normal

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2.

3. 4. 5. 6.

7.

operations. The gate arrival procedures are to be used by all WMU VFR Cessna 172, Cirrus SR20 and SR22, Piper Arrow, Piper Seminole, and Piper Seneca aircraft. The procedures do not apply to the Cessna 150, Piper Super Cub aircraft or maintenance operations using the 900 series call signs. The gate procedures do not apply to practice instrument approaches. All departures should remain clear of the approach gates en route to the practice areas. All VFR WMU traffic must proceed to either of two gates that are active (depending on which runway is in use). Four gates have been established that are named in reference to their location from the BTL airport. Only the two gates that will place the aircraft on the 45-degree entry to either right or left downwind will be used. The following gates will be in use based on the runway in use: Runway 05 13 23 31

Gates North gate and East gate East gate and South gate South gate and West gate West gate and North gate

D. The following specific procedures will be used for approach gate arrival procedures: 1. Obtain ATIS and determine which gate you will proceed to. 2. Announce your intentions on the company frequency 123.30 MHz indicating you are proceeding to the gate. Example: Alpha area traffic, Western 73 over Turtle Lake, proceeding to the South Gate. 3. Plan your arrival path to the gate that will provide for a maximum of 90q turn inbound to the airport. If arriving in a general direction that would cause a greater than 90q turn inbound to the airport, you should initially fly to a point that is at least 2 miles abeam the gate. (See example diagrammed in Appendix B.) 4. Adjust speed so as to arrive over the gate at 110 KIAS for Cessna 172s and 120 KIAS for Cirrus and all retractable gear aircraft and maintain that airspeed to the traffic pattern and holding as necessary. 5. At 2 miles prior to reaching the gate, make a final radio call on company frequency 123.30 MHz indicating your location and that you are

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switching to tower. After this transmission, switch to BTL tower frequency 126.825 MHz to monitor traffic levels. Example: “South gate traffic, Western 73 two miles east of the South gate switching to tower.” 6. If ATC is instructing pilots to remain clear of the Delta airspace, do not continue to the gate. Remain clear of both the Delta airspace and the gate. 7. All aircraft should fly over the arrival gate at an altitude of 2,500' MSL and proceed inbound from the gate to BTL. Pilots should not develop an attitude that “I’m close enough”. These procedures will only work if they are strictly adhered to. 8. Call BTL tower over the gate or as soon as possible after but no closer than 6 NM from BTL and report your actual location, intentions and ATIS code. Example: Battle Creek Tower, Western 73, Seven South, inbound for pattern work with “November” 9. If due to frequency saturation, you are unable to contact tower by the time you arrive at 6 NM from BTL, turn left 90q and follow the gate holding procedures in item 12. 10. If instructed to remain clear of the Delta airspace, continue to the point 6 NM from BTL and then turn left 90q and follow the gate holding procedures in item 12. 11. Unless otherwise directed by ATC, proceed inbound from the approach gate at an altitude of 2,500' MSL, with descent to traffic pattern altitude beginning at 4 NM from BTL. 12. If it is necessary to hold at the gate, continue as follows: a. Proceed inbound from the gate to a point 6 NM from BTL. b. Turn left 90q (ground track) and fly for a period of 60 seconds. c. After this initial left 90q turn, switch to company frequency, 123.30 MHz, and announce that you are entering the hold. Example: West gate Traffic, Western 73, entering the hold at the West gate. NOTE: Holding does not happen frequently and is a high workload situation. Don’t forget to fly the aircraft. AVIATE - NAVIGATE COMMUNICATE d. Turn left 90q again and fly until you are abeam the gate. e. Turn left 90q and return to the gate. After this final turn, report on

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company frequency that you are in the hold proceeding to the gate. After this transmission, switch to tower frequency, 126.825 MHz. Example: West gate Traffic, Western 73, in the hold proceeding to the West gate f. If at any time during the hold you are called out of the hold by ATC, continue in the hold back to the gate and then return to normal arrival procedures. E. Remember that it is the responsibility of the pilot to maintain adequate separation from other traffic. While approaching the arrival gates and flying the re-entry pattern, special consideration should be made regarding other WMU traffic approaching the gate. If necessary, the pilot should change altitude, speed, and/or position to avoid other traffic. F. During the period from Sunset to Sunrise, pilots should follow one of the procedures listed below as applicable: 1. When the BTL ATCT is open, approach BTL from a point that is approximately 8 NM from the airport and from a direction that will place the aircraft on the 45-degree entry to either right or left downwind to the active runway. 2. When the BTL ATCT is closed, proceed to a point that is approximately 8 NM from the airport and will place the aircraft on the 45-degree entry to the left downwind to the active runway and then fly inbound. If the active runway cannot be determined, fly over the airfield at 2,500’ MSL to determine the preferred landing direction. After determining the preferred runway, proceed to a point that is at least 4 NM from the airport and which will place the aircraft on the 45-degree entry to the left downwind to the preferred runway prior to descending from 2,500’ MSL. WMU91.338 Reducing Traffic Conflicts at the Westgate A. The Safety Committee frequently receives reports about traffic conflicts. One of the highest conflict areas is the WMU’s Westgate arrival fix to Battle Creek airport. Traffic flow at this particular arrival fix is complicated due the close proximity of Battle Creek airport and Kalamazoo airport. To help increase the safety of all our pilots, the following procedures have been developed for operating aircraft to and from these airports. B. When Departing Kalamazoo for Battle Creek: 1. If you would like a quick radio change from Kalamazoo, consider returning back to Battle Creek “Negative TRSA Service”. This request should be made with clearance delivery. This will likely result in an approval for frequency change as soon as you are clear of any conflicting traffic in Kalamazoo’s Delta airspace. Realize however, that this reduces

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the services provided by Kalamazoo ATC. 2. If Battle Creek is utilizing RWY 23 as the primary runway, utilize the Southgate as the arrival fix. This will minimize congestion at the Westgate and provide the flight crew with additional time to be better prepared. As a reminder, the flight crew can request from Kalamazoo ATC information regarding the runway in use at Battle Creek. 3. If Battle Creek is utilizing RWY 31 as the primary runway, consider flying northbound out Kalamazoo’s Delta airspace prior to heading to the Westgate. This will provide the flight crew additional time prior to reaching the Westgate. C. When Departing Battle Creek for Kalamazoo: 1. If departing Battle Creek for Kalamazoo consider asking Battle Creek ATCT for “VFR Flight Following to Kalamazoo”. This request should be made with ground control and will initiate coordination between Battle Creek ATCT and Kalamazoo ATC. You will likely be issued a transponder code prior to departure. This practice will provide better coordination and communication for all involved.

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WMU Part 830 Accidents and Incidents

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WMU PART 830 - ACCIDENTS AND INCIDENTS WMU830.1 Applicability This part prescribes policies and procedures for any event connected with the operation of WMU aircraft which involves injury to persons, damage to aircraft/property, or abnormal operation of aircraft. WMU830.6 Notification All accidents, incidents or abnormal occurrences shall be reported immediately to the SOF. The pilot-in-command will be responsible for making this report, if possible. DO NOT ATTEMPT A TAKEOFF UNTIL SPECIFICALLY AUTHORIZED BY THE CFI OR HIS/HER DESIGNATED ASSISTANT. WMU830.11 Accident/Incident Action Plan Applicability A. The DSS is responsible for maintaining the WMU COA Accident/Incident Action Plan. A copy of the detailed Accident/Incident Action Plan is on file in the Aircraft Dispatch Office as part of the College’s “Pre-Mishap Plan”. B. General Provisions: 1. No WMU instructor, staff, or student shall make any statement or speculation on the possible cause or responsibility for a particular accident or incident without specific authorization. 2. No WMU instructor, staff, or student shall release any information pertinent to the accident/incident without approval of the Dean. 3. The CFI shall retain a signed receipt for all materials or information released to the investigating agencies. Copies shall be made of all released materials. 4. Any accident, illness, or injury occurring at the aviation facility should be reported to the CFI, DO, or the DSS as soon as practicable by the SOF or person in charge. 5. Any accident resulting in injury requiring treatment shall be investigated and reported using proper university forms (P210 Medical Treatment) (311 Accident Injury).

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Appendix A Cirrus Airframe Parachute System

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Section 1

CAPS Parachute Employment “He who hesitates, is lost. Swift and resolute action leads to success; self-doubt is a prelude to disaster.” Cato circa 1713

Disclaimer: This treatise is intended to complement official publications of the Cirrus Design Corporation regarding the SR-20 and SR-22 aircraft. Any apparent conflict between this document and the Cirrus POH, SOP or Training Guide is unintentional and those official documents take precedence. It is important to note, as stated in the POH, “CAPS deployment is expected to result in loss of the airframe and, depending upon adverse external factors such as high deployment speed, low altitude, rough terrain or high wind conditions, may result in severe injury or death to the occupants.” The Pin: The Airworthiness Certificate issued by the FAA is based on a specific equipment list for each kind of operation. For each of those operations, the CAPS is required. If the safety pin has not been removed prior to flight, the CAPS is not ready or available for immediate use and, arguably, the aircraft is in an unauthorized configuration. Conversely, when the aircraft is on the ground, the CAPS poses a real hazard to personnel in the area should the safety pin not be installed. It is important to keep in mind that the CAPS is an explosive device employing a rocket motor, not unlike a loaded gun, and it should be treated with appropriate respect. The Pull: The Cirrus Aircraft Parachute System (CAPS) provides an excellent option of last resort that has saved many lives. It is important to emphasize that employment of the CAPS system cancels just about every other option that the pilot can control, thus the definition “of last resort.” It is an option, however, that has a definite performance envelope, defined by, among other things, airspeed, altitude and rate of descent, outside of which the system will not provide the desired outcome. That characteristic, that envelope, combined with the dynamic nature of flight, creates a Change 12

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unique dilemma to the pilot. On the one hand, the pilot ‘in extremis’ must evaluate and employ all of the remaining options short of CAPS deployment. At the same time, the pilot must leave enough time remaining for that deployment, if required, so that it is accomplished within the design envelope. Put simply, if deployed too early, the pilot draws questions of judgment, the aircraft will be subjected to severe damage or destruction and all occupants are subject to all the hazards of emergency parachute deployment and landing which may include death. Deployed too late, and the system will not serve its life-saving purpose. Therefore, and if nothing else is retained regarding CAPS deployment from the reading of this essay, two things are critical: 1) The pilot considering CAPS deployment must know where he/she is relative to the design envelope of the system. 2) Once the decision has been made to deploy the CAPS system, the pilot must not hesitate to deploy it in such a way as to carry him or her out of that design envelope. Cirrus Design does not objectively define the full CAPS deployment window. The maximum airspeed for deployment and the altitude loss between a straight and level entry into a fully developed spin (i.e., one full turn) to full parachute deployment have been clearly defined. Beyond those defined parameters, it is up to the judgment of the pilot to determine where the limits of the CAPS system lie and to deploy that system, if necessary, in a timely fashion. For example, a pilot in out of control flight in which both rate of descent and airspeed are increasing and altitude is decreasing, must simultaneously provide corrective flight control input and project ahead to the point where the airspeed limit will be reached and/or the combination of altitude and rate of descent will define the limit. As that CAPS limit is approached, the efficacy of the corrective flight control inputs must be evaluated, continued through the limit of CAPS deployment, or abandoned, and the CAPS deployed. In certain circumstances, the description of those circumstances takes longer to read than the event itself, which means that it is incumbent upon the pilot to have considered his or her plan in advance of the event. Again, and it is important to remember, the POH clearly states that if in uncontrolled flight (e.g., a spin or an unusual attitude from which recovery is not expected before ground impact), CAPS deployment is the only authorized option. Clearly, that ambiguous gray area between controlled and uncontrolled flight is the point of this treatise. Another area of interest is engine failure after takeoff. All of the factors listed above still apply. Because the altitude may be low (and getting lower) the time to make the decision to deploy the CAPS within its envelope is potentially much

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smaller. The pilot would be well served, prior to takeoff, to include in his/her pretakeoff brief, a plan for CAPS deployment, if appropriate, that takes into consideration runway and surrounding terrain in the event of an engine failure and be prepared to execute that plan if circumstances warrant. The Landing: Section 10 of the Cirrus POH contains an excellent dissertation on CAPS deployment. Many elements of the aircraft structure are designed to absorb the energy of landing under a parachute. For example, the seats contain an aluminum honeycomb that will crush and the main landing gear is designed to flex upward to the wing. Two issues bear additional consideration. One issue is the water landing and the fact that the main landing gear will not absorb as much energy as a landing on a hard surface. That means that more energy will be passed on to the occupants and underscores the importance of the second issue, that of body position. The importance of being in the emergency landing body position, especially in the case of a water landing can’t be overstated. Pilots of aircraft equipped with an ejection seat face the same issue of body position in the event of an ejection. They are taught to also elevate the chin slightly, about 10°, in order to put the spine in the best position to take the shock of ejection.

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Appendix B Practice Area, Gate & Airport Diagrams

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Section 1 - Airport Diagrams

W.K. Kellogg Regional Airport (KBTL) Battle Creek, Michigan

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Kalamazoo/Battle Creek Intl. Airport (KAZO) Kalamazoo, Michigan

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Section 2 - Practice Areas

VFR Practice Areas A. The following practice areas should be utilized when practical by all local WMU VFR traffic for general handling work. B. The areas have been so plotted as to allow students to easily recognize their boundaries and maintain a reasonable proximity (25 nautical miles) to the home base airport, allowable by FAR 61.93. C. Account has been taken of the instrument approach and climb-out lanes for runways 5/23 at Battle Creek, runways 35/17 at Kalamazoo and the intended routing of recovering Michigan Air National Guard A10 aircraft though their visual entry points: 1. 9 nm North West of Bellevue (VOR AZO 045R / 26nm) - Codename "Wolverine" 2. 2 nm West of David airport (9C2) (VOR AZO 131R / 16nm) Codename " Spartan" D. The practice areas are as follows: 1. Area A - An area from the intersection of the I94 and I69 bounded to the east by I69 south to Coldwater, then due west to the US 66, and north to a position 4 nm south of the I94, thence to the I94/I69 intersection. 2. Area B - An area from the I94/I69 intersection eastbound to VOR LFD 025 R/14nm, south to Jonesville, east through Quincy to I69, thence north along I69 to the I94/I69 intersection. Aircraft operating in this area should avoid the pattern at Marshall Brooks (RMY). 3. Area C - An area from the East Gate eastbound to VOR LFD 025 R/14nm, north following the line of antennae to Eaton Rapids, northwest to the airport at Charlotte (O7G), thence southwest following the railroad tracks to a point directly north of the East Gate, then south to the East Gate. 4. Area D - An area from the M89/US131, just south of Plainwell north to Wayland, east to M37/43 to Hastings, south to the Bristol Lake (3 nm south of Dowling), direct to the southern tip of Gull Lake at M89 thence northwest to US 131. When in this area, pilots should avoid flight below 1500’ AGL within a 2.5 nm radius of the city of Dowling. 5. Area E - An area from M89/US131, just south of Plainwell, south to 2 miles north of US131/I94, paralleling 2 miles north of I94 to the city of Paw Paw, north along M40 to Allegan, east along M89 to Plainwell. 6. Area F - An area from 2 miles south of I94/US131, paralleling I94 westbound to Paw Paw, south along M40 to the city of Jones, east along M60 to US 131, north along US 131 to a point 2 miles south of I94. CHANGE 12

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7. Area G - An area from M89/M40 in Allegan southwest to the Pullman VOR south to Dowagiac airport (C91), southeast to along M62 Cassopolis, east along M60 to the city of Jones, thence north along M40 to the city of Allegan. E. Please note that these areas will apply to VFR operations and their usage will be dictated by weather. The primary objective is to avoid area saturation and trainee pilots will be encouraged/directed to use an area allowing the most freedom and, indeed, an aircraft's whereabouts will be monitored by WMU Dispatch. It is intended that control of participating aircraft be minimal and it will be the pilot’s responsibility to SEE AND BE SEEN. NOTE: THE PRACTICE AREA USED SHALL BE INDICATED ON FLIGHT DATA SHEET PRIOR TO FLIGHT RELEASE. “VFR On Top” Practice Areas A. The following practice areas should be utilized when practical by all local WMU traffic flying “VFR on Top”. B. The areas have been so plotted as to allow to easily recognize boundaries using VOR radials and DME distances. C. Instrument Practice Area “Delta-1” should be avoided when BTL is operating on runway 5/23. Instrument Practice area “Foxtrot-3” should be avoided when AZO is operating on Runway 17/35. D. When practical, Practice Area “Delta-1” and “Delta-3” should be avoided when Michigan Air National Guard A10 aircraft are operating. Normal VFR arrivals bring the A-10’s over Spartan E. WMU IFR Practice Areas are as follows: 1. Area D-1 – From BTL radial 360 to BTL radial 060, 5 DME arc outbound to 15 DME arc. When filing to this practice area file to fix BTL030010. 2. Area D-2 – From BTL radial 330 to BTL radial 360, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix BTL345015. 3. Area D-3 – From BTL radial 360 to BTL radial 030, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix BTL015015. 4. Area C-1 – From BTL radial 060 to BTL radial 120, 5 DME arc outbound to 15 DME arc. When filing to this practice area file to fix BTL090010.

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5. Area C-2 – From BTL radial 030 to BTL radial 060, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix BTL045015. 6. Area C-3 – From BTL radial 060 to BTL radial 090, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix BTL075015. 7. Area B-1 – From BTL radial 090 to BTL radial 120, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix BTL105015. 8. Area B-2 – From BTL radial 120 to BTL radial 150, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix BTL135015. 9. Area A-1 – From BTL radial 120 to BTL radial 180, 5 DME arc outbound to 15 DME arc. When filing to this practice area file to fix BTL150010. 10. Area A-2 – From BTL radial 150 to BTL radial 180, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix BTL165015. 11. Area F-1 – From AZO radial 150 to AZO radial 180, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix AZO165015. 12. Area F-2 – From AZO radial 180 to AZO radial 210, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix AZO195015. 13. Area F-3 – From AZO radial 180 to AZO radial 240, 5 DME arc outbound to 15 DME arc. When filing to this practice area file to fix AZO210010. 14. Area G-1 – From AZO radial 210 to AZO radial 240, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix AZO225015. 15. Area G-2 – From AZO radial 240 to AZO radial 270, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix AZO255015. 16. Area G-3 – From AZO radial 270 to AZO radial 300, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix AZO285015. 17. Area G-4 – From AZO radial 300 to AZO radial 330, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix AZO315015. 18. Area E-1 – From AZO radial 240 to AZO radial 300, 5 DME arc

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outbound to 15 DME arc. When filing to this practice area file to fix AZO270010. 19. Area E-2 – From AZO radial 300 to AZO radial 360, 5 DME arc outbound to 15 DME arc. When filing to this practice area file to fix AZO330010. 20. Area E-3 – From AZO radial 330 to AZO radial 360, 15 DME arc outbound to 25 DME arc. When filing to this practice area file to fix AZO345015

WMU “VFR on Top” Practice Areas

D-2 E-3

D-3 Sparta

D

D-1

G-4 E

E-2

C-1

G-3 A-1

G-2 G

F

C-3 C B-1

E-1

F-3

B-2

Wolverin

A

B

A-2

G-1 F-2

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C-2

F-1

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Section 3 - Arrival Gates

Arrival Gate Holding Procedures On Company Frequency: [South] Gate Traffic, Western XX Entering the Hold at the [South] Gate

Fly For 60

Seconds

Turn Left 90 Degrees

Turn Left 90 Degrees

Fly Until Abeam Gate

Turn Left 90 Degrees

Fly to Ga

te

~2

NM

On Company Frequency: [South] Gate Traffic, Western XX In the Hold, Proceeding to the [South] Gate

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WMU Practice Areas and Arrival Gates (BTL Airport)

25NM Spartan

D 25NM

C E

B A F

Wolverine 25NM

Gate North Gate East Gate South Gate West Gate

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Location Fine Lake Exit 104 & I-94 East Leroy Galesburg

Bearing R-350 R-096 R-169 R-262

Distance 8.2nm 7.7nm 8.9nm 7.3nm

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WMU Practice Areas (AZO Airport)

25NM

D

Spartan 25NM

E

C

F

G

B

Wolverine

A 25NM

25NM

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Appendix C College of Aviation Policies and Documents

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Section 1 - College of Aviation Policies

A. This is a reproduction of the College of Aviation “Mandatory Substance Abuse and Alcohol Misuse Policy”. If discrepancies are found between this reproduction and the policy issued by the COA Administration, the policy issued by the COA Administration is the Official Policy.

Mandatory Substance Abuse and Alcohol Misuse Policy Western Michigan University's College of Aviation Effective Date: January 1, 2001 I. Purpose and Scope A. Western Michigan University's College of Aviation seeks to maintain a work and educational environment with the highest standards for employee and student safety and health and conducive to high work and educational standards. This substance abuse and alcohol misuse policy is a deterrent in preventing accidents, injuries, and property damage that result from misuse of alcohol and controlled substances. B. This policy applies to all College of Aviation employees and students, including student employees, performing safety sensitive jobs, or enrolled in course work that involves safety sensitive activities such as, but not limited to, the maintenance and operation of aircraft of any type. For employees, the jobs include, but are not limited to, Flying Instructors, Aviation Maintenance Technicians, and the supervisors of these positions. II. Policy A. This policy prohibits any controlled substances use without a licensed doctor of medicine or osteopathy's written prescription. This policy also prohibits any alcohol misuse that could affect performance. The privacy/confidentially of any covered employee subject to this plan must be maintained at all times B. Western Michigan University's College of Aviation will test for the

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C.

following drugs: marijuana, cocaine, amphetamines, opiates, and phencyclidine (PCP). For prospective employees, the cost of pre-employment drug testing will be the responsibility of Western Michigan University's College of Aviation. The cost of pre-employment drug testing will be the responsibility of the prospective student. The cost of post-accident/incident, random, and reasonable suspicion testing will be the responsibility of Western Michigan University's College of Aviation. Types of testing conducted: 1. 2. 3. 4. 5. 6.

Pre-employment/Pre-enrollment Post-accident Random Reasonable Cause Return-to-duty Follow-up testing

III. Definitions A.

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For purposes of this substance abuse and alcohol misuse plan the following definitions apply: 1. Accident - An accident is an occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of operating the aircraft and the time such person(s) has disembarked and in which any person suffers death or injury or if the aircraft sustains substantial damage as determined by the National Transportation Safety Board. The failure in whole or in part of an aircraft due to any deficiency in maintenance shall be deemed an incident or accident. 2. Alcohol - The intoxicating agent in beverage alcohol, ethyl alcohol or other low molecular weight alcohols including methyl or isopropyl alcohol. 3. Chain of Custody - Procedures to account for the integrity of each urine specimen by tracking its handling and storage from point of specimen collection to final disposition of the specimen.

Appendix C-2

01-03-2008

4. Confirmation Tests: a. Confirmation Test for Drug Screens- A second analytical procedure to identify the presence of a specific drug or metabolite which is independent of the initial test and which uses a different technique and chemical principle from that of the initial test in order to ensure reliability and accuracy. Gas chromatography/mass spectrometry (GC/MS) is the only authorized confirmation method for cocaine, marijuana, opiates, amphetamines, and phencyclidine. b. Confirmation Test for Alcohol - a second test following a screening test with a result of 0.02 or greater, that provided quantitative data of alcohol concentration. 5. Evidential Breath Testing Device (EBT) - An EBT approved by the National Highway Traffic Safety Administration (NHTSA) for the evidential testing of breath and placed on NHTSA's "Conforming Products List of Evidential Breath Measurement Devices" (CPL). 6. Medical Review Officer (MRO) - A licensed physician (Medical Doctor or Doctor of Osteopathy) responsible for receiving laboratory results, who has knowledge of substance abuse disorders and has appropriate medical training to interpret and evaluate confirmed positive laboratory reports together with an employee's medical history and other relevant biomedical information. 7. Prohibited Drug - Marijuana, cocaine, opiates, phencyclidine (PCP), and amphetamines.

8. Refusal to Submit: a. Refusal by an individual to provide a urine sample after receiving notice of the requirement to be tested in accordance with the company's anti-drug and alcohol program. b. Refuse to submit to an alcohol test - the covered employee fails to provide adequate breath for testing without a valid medical explanation after he or she has received notice of the requirement to be tested or engages in conduct that clearly obstructs

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Appendix C-3

01-03-2008

the testing process. IV. Drug and Alcohol Testing Requirements A. Refusal to submit to a required alcohol test - Western Michigan University's College, of Aviation shall require a covered employee/student to submit to a post-accident alcohol test, reasonable suspicion or a follow-up alcohol test. Western Michigan University's College of Aviation shall not permit an employee/student who refuses to submit to such a test to perform or continue to perform covered functions. B. Refusal to submit to a required drug test - Compliance with drug and/or testing is a condition of the College of Aviation. C. Substances for Which Testing Must Be Conducted: Western Michigan University's College of Aviation shall test each employee for evidence of the following substances: 1. Marijuana, Cocaine, Opiates, Phencyclidine (PCP), and Amphetamines. 2. Alcohol. D. Tests Required: 1. Pre-employment/Pre-enrollment - Pre-employment/preenrollment drug testing will be required of any qualified applicant as a condition of employment in a safety sensitive position, such as, but not limited to, those listed above. Those applicants considered to be final candidates for employment with Western Michigan University's College of Aviation's College of Aviation will be required to undergo testing for the above listed drugs and will not be considered for employment if the test results are confirmed positive. Refusal to submit to a drug test will be deemed a voluntary withdrawal of a candidate's application for employment. Refusal to submit to a drug test will disqualify an applicant from consideration for the position. Students applying for enrollment in a curriculum involving safety sensitive activities shall be required to undergo pre-enrollment testing for the above listed drugs as a condition of consideration for admission. No student may act as a flight crewmember until the College of Aviation verifies a negative drug result.

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Appendix C-4

01-03-2008

2. Post-accident Testing - Post-accident/incident testing will be required for any employee or student who is involved in an aircraft accident/incident. As soon as possible following an accident, Western Michigan University's College of Aviation shall test an employee or student for alcohol and controlled substances. The need for testing is presumed. A required test for alcohol shall be done within two (2) hours, if practicable, but not more than eight (8) hours and a test for controlled substances must be done within 32 hours. If these tests are not performed within the allotted time limits a record shall be prepared documenting the reasons for the delay or non-test. 3. Random Testing - The primary purposes of random testing are to deter prohibited drug use and to ensure a drug free workforce. Safety sensitive employees/students or students in safety sensitive courses shall be subject to drug testing on an unannounced and random basis. Upon notification of the requirement for a random drug test, an employee/student has a period of four hours to proceed to an approved testing facility and complete the collection for random testing. Picture identification will be required at time of collection. Failure to provide picture identification will require that his/her supervisor accompany the employee/student. Western Michigan University's College of Aviation shall conduct a number of tests equal to at least 25 percent of all covered employees each calendar year, spread evenly and reasonably on a monthly basis over the 12-month period 4. Reasonable Cause/Suspicion Testing - Reasonable cause/suspicion testing is designed to provide Western Michigan University's College of Aviation with a tool (in conjunction with supervisor training on the signs and symptoms of drug (reasonable cause) and/or alcohol (reasonable suspicion) use to identify drug and/or alcohol affected employees/students who may pose a danger to themselves and others in their job performance. Employees may be at work in a condition that raises concern regarding their safety or productivity. Supervisors must then make a decision based on their observations as to whether there is reasonable cause to believe an employee/student is using or has used a

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Appendix C-5

01-03-2008

prohibited drug or is under the effects of alcohol either during, just before or just after performing a covered function. 5. Return to Duty Testing - An employee/student who refuses to take or does not pass a drug test may not return to duty until the employee/student passes a drug test administered under this section and the Medical Review Officer has determined that the employee may return to duty. An employee who returns to duty shall be subject to a reasonable program of follow-up drug testing without prior notice as determined by Western Michigan University's College of Aviation. If the substance abuse professional makes a determination that some form of evaluation and/or treatment is required then the employee must comply with the recommended provisions in order to perform or continue to perform covered functions. 6. Follow-up Testing - Following the determination that a covered employee/student is in need of assistance in resolving the problems associated with controlled substance and/or alcohol misuse, Western Michigan University's College of Aviation shall ensure that the employee/student is subject to unannounced follow-up drug and/or alcohol testing. This testing shall be conducted when the employee/student is performing covered functions; just before the employee/student is to perform covered functions; or just after the employee/student has ceased performing covered functions. An employee/student who returns to duty shall be subject to a reasonable program of follow-up alcohol and /or drug testing, as determined by Western Michigan University's College of Aviation. V. Disciplinary Actions A. If a current or prospective employee or student fails to comply with any directive related to submission for testing, including but not limited to failing to appear for a scheduled test or refusing to appear for a scheduled test, the prospective applicant/employee is subject to being removed from consideration as a student or employee and current employees are subject to discipline up to and including and current

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Appendix C-6

01-03-2008

B.

students are subject to discipline up to and including dismissal from Western Michigan University's College of Aviation. Any employee or student who has been removed from any duties as a result of a positive test for drugs and/or alcohol shall be required to submit to a drug and alcohol test before they are allowed to return to any safety sensitive function. Discipline for students who test positive shall be in accordance with the Student Code. Employees charged with violating this policy shall be entitled to a hearing to present any exonerating or mitigating evidence.

VI. Alcohol Testing Requirements A. The alcohol testing site shall have all necessary personnel, materials, equipment, facilities, and supervision to provide testing and processing of alcohol test results. An independent medical facility may also be utilized as an alcohol testing. C. An alcohol testing site shall be any suitable location where a breath alcohol test can be conducted in private. A designated alcohol testing site shall provide for privacy during the testing period and completion of all necessary record procedures.

VII.

Alcohol Testing Equipment A. Western Michigan University's College of Aviation shall use only approved evidential breath testing (EBT's) devices for conducting the alcohol testing provisions of this plan. B. Western Michigan University's College of Aviation shall utilize either non-evidential devices or EBT's listed on the Conforming Products List for screening test. The EBT must be able to distinguish alcohol from acetone; be capable of testing an air blank prior to each collection of breath, and performing and external calibration.

VIII. Disclosure of Alcohol Information/Records A. General: 1. Western Michigan University's College of Aviation shall maintain all alcohol related testing information including

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Appendix C-7

01-03-2008

all test results and other appropriate records in a secure manner to prevent the disclosure of such information to unauthorized personnel. 2. The Designated Employee/Student Representative or designee shall maintain a locked file system which will contain alcohol testing information and records. This file shall be maintained as confidential. Employee files shall be handled on a strict "need to know" basis. 3. Alcohol results shall not be included in personnel files. B. Disclosure Provisions: 1. Western Michigan University's College of Aviation may disclose required information pertaining to a covered employee to the employee/student or the decision maker in a lawsuit, grievance, or other proceeding initiated by or on behalf of the individual, and arising from the results of an alcohol test administered as required by this policy and/or from Western Michigan University's College of Aviation's determination that the covered employee/student engaged in prohibited alcohol conduct including, but not limited to, a worker's compensation, unemployment compensation, or other proceeding relating to a benefit sought by the employee/student. 2. Western Michigan University's College of Aviation shall release information regarding a covered employee's/student's records as directed by the specific, written consent of the employee authorizing release of the information to an identified person. Release of such information by the person receiving the information is permitted only in accordance with the terms of the employee's/student's consent.

IX. Use of Employee Who Fails or Refuses a Drug Test A. Compliance with the drug testing plan is a condition of employment. Refusal to take a required drug test or failure of a drug test shall result in removal from performing covered functions. Additional disciplinary action up to and including termination may result.

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Appendix C-8

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X. Specimen Collection Requirements A. The collection site shall have all necessary personnel, materials, equipment, facilities, and supervision to provide for the collection, security, temporary storage, and shipping or transportation of urine specimens to a certified drug testing laboratory designated by Western Michigan University's College of Aviation. An independent medical facility may also be utilized as a collection site. A designated collection site shall have an enclosure within which private urination can occur, a toilet for completion of urination, and a suitable clean surface for writing. The site must also have a source of water for washing hands, which if practicable, should be external to the enclosure where urination occurs. XI. Review of Drug Testing Results A. General: 1. Western Michigan University's College of Aviation shall have on staff or contract for services of an MRO. The MRO shall be a licensed physician with knowledge of drug abuse disorders. The MRO shall review all positive drug test results and interview individuals tested positive to verify the laboratory report before Western Michigan University's College of Aviation is notified. B. Reporting and Review of Results: 1. The MRO shall review confirmed positive results. An essential part of the drug testing program is the final review of confined positive results from the laboratory. A positive result does not automatically identify an employee/student/applicant as having used drugs in violation of this policy. An individual with a detailed knowledge of possible alternate medical explanations is essential to the review of results. This review shall be performed by the MRO prior to the transmission of results to College of Aviation administrative officials. C. Qualifications and Responsibilities: 1. The MRO shall be a licensed physician with knowledge of substance abuse disorders. 2. The role of the MRO is to review and interpret confirmed positive test results obtained through Western Michigan

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Appendix C-9

01-03-2008

University's College of Aviation testing program. In carrying out this responsibility, the MRO shall examine alternate medical explanations for any positive result. This action could include conducting a medical interview with the individual and review of the individual's medical history, or review of any other relevant biomedical factors. The MRO shall review all medical records made available by the tested individual when a confirmed positive test could have resulted from legally prescribed medication. 3. The MRO may require the original specimen be reanalyzed to determine the accuracy of the test result. The MRO may verify that the laboratory report and assessment are correct. D. Positive Test Results: 1. Prior to making a final decision to verify a positive test result, the MRO shall give the individual an opportunity to discuss the test result with him/her. 2. The MRO shall contact the individual directly, on a confidential basis, to determine whether the employee/student wishes to discuss the test result. 3. If, after making all reasonable efforts and documenting them, the MRO is unable to reach the individual directly, the MRO shall contact the College of Aviation official who shall direct the individual to contact the MRO as soon as possible E. Results Consistent with Legal Drug Use. If the MRO determines there is a legitimate medical explanation for the positive test result the MRO will report the findings to the College of Aviation as negative. XII.

Employee Assistance Program (EAP) A. Scope of Program: 1. The EAP will provide education and training on drug use to all employees. The education shall include: a. Informational material displayed on bulletin boards, employee break rooms, locker rooms, etc., and distributed to employees. b. Distribution of Western Michigan University's College of Aviation's policy regarding the use of prohibited

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Appendix C-10

01-03-2008

drugs to all new employees. The policy shall be displayed in prominent places throughout Western Michigan University's College of Aviation. B. Supervisor Training: 1. Supervisory personnel responsible for the employees/students will receive training under the substance abuse plan.

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Appendix C-11

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B. Staff Currency Flying Regulations

Western Michigan University Staff Currency Flying Regulations A. GENERAL 1. Non-programmatic use of College aircraft is only available to pilots who are full-time and part-time (non-student) employees of Western Michigan University College of Aviation. Student workers who are enrolled In Western Michigan University are not eligible. 2. Each participating pilot shall have at least a current private pilot's certificate (license), current ratings (as appropriate to the intended flight) and a current medical certificate. Full-time employees who wish to train for a pilot's certificate or rating may use a College aircraft under this program or the College’s Staff Development program provided that the training is given by a current College flight instructor. 3. Instructional flights for the College students, including any contract students, shall take precedence over any request for a College aircraft for personal use. 4. The personal use of College aircraft is a privilege. In order for this privilege to be utilized safely, the exercise of good judgment is the expected norm. Should there be any question whether or not good judgment has been exercised, the judgment of the Chief Flight Instructor, Director of Safety and/or the Director of Operations shall prevail. B. AVAILABILITY 5. Before a College employee is cleared to take a College aircraft for personal use, a currency flight/check ride with a current College flight instructor shall have been completed in accordance with Appendix 1. In addition, the pilot must maintain landing currency in accordance with Appendix 1. 6. College employees wishing to use College aircraft shall show logbook evidence

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Appendix C-12

01-03-2008

of having met minimum pilot qualifications. These qualifications are found in Appendix 2. C. USE 7. Application to use College aircraft shall be made initially to Dispatch regarding aircraft availability (subject to Para 3 above). Payment for use of a College aircraft shall be made on return to Battle Creek. If Dispatch is closed payment shall be made as soon thereafter as practicable. 8. Overnight storage/parking at another airfield shall be in a hangar (where available) or tied down securely. The aircraft shall be locked in the absence of the pilot, who shall have possession of the aircraft keys. Overnight storage/parking fees are the responsibility of the pilot. 9. The pilot will be charged Hobbs time at the rates prevailing at the time. 10. If a pilot is unable to return the aircraft to the College by the time he/she undertook before departure (perhaps due to weather) he/she shall phone Dispatch, or the Chief Flight Instructor as soon as possible so that the College can make timely arrangements for its student flying program. 11. No College aircraft shall be used for any commercial operation or for the instruction of non-College of Aviation employees. 12. Pilots shall follow the procedures laid down in the Flight Operations manual. 13. Any decision by either Chief Flight Instructor regarding a pilot's fitness to fly, or to continuing to fly College aircraft shall be final, subject only to appeal to the Director of Operations.

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Appendix C-13

01-03-2008

COLLEGE OF AVIATION Staff Currency Flying Appendix 1 Aircraft Flight Checks 1. Each renter pilot must accomplish an initial checkout in each aircraft that they wish to rent. 2. Each renter pilot must accomplish an annual renewal check with a qualified WMU flight instructor in each aircraft they wish to maintain rental privileges. 3. Current WMU Flight Instructors instructionally qualified in a particular make/model of aircraft may have the flight checks required in items 1 and 2 above signed off based on their instructional qualifications. This sign off shall be accomplished by the Chief or Assistant Chief Flight Instructor. 4. It is expected that each pilot maintain landing currency in each make/model of aircraft in accordance with FAR 61.57(a) or (b) as applicable including for solo operations. If landing currency expires, that pilot’s next flight will be with a flight instructor to re-establish currency.

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Appendix C-14

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COLLEGE OF AVIATION Staff Currency Flying Appendix 2 Aircraft Experience & Checkout Requirements Each pilot shall meet the following minimum pilot requirements to rent the respective aircraft: 1) Cessna 172R or Cirrus Aircraft a) Hold at least a private pilot certificate with a single engine land class rating b) Have at least 5 hours in a make/model c) Have completed an aircraft checkout program by a properly qualified WMU flight instructor. 2) Piper Arrow (PA-28R) a) Hold at least a private pilot certificate with a single engine land class rating b) Have at least 5 hours in make & model c) Have at least 300 hours total flight time d) Have at least 25 hours complex/high performance flight time e) Have completed an aircraft checkout program by a properly qualified WMU flight instructor 3) Piper Seminole (PA-44) or Piper Seneca (PA-34) a) Hold at least a commercial pilot certificate with instrument airplane and multi-engine land class rating b) Have at least the following flight experience i) 400 hours total time (flight and simulator), 25 hours multi-engine flight time, 15 hours make and model flight time -orii) 250 hours total time (flight and simulator), 40 hours multi-engine flight time, 15 hours make and model flight time c) Have completed an aircraft checkout program by a properly qualified WMU flight instructor 4) Piper Cub (PA18) a) Hold at least a private pilot certificate with a single engine land and single engine sea class ratings b) Have at least the following flight experience i) 400 hours total time (flight and simulator), 10 hours make and model flight time

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Appendix C-15

01-03-2008

-orii) 200 hours total time (flight and simulator), 20 hours make and model flight time c) Have completed an aircraft checkout program by a properly qualified WMU flight instructor 5) Current flight instructors who are instructionally qualified in a particular make/model do not need to meet the minimum flight time requirements identified above

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Appendix C-16

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C. This is a reproduction of the College of AIRCRAFT RENTAL AGREEMENT” to be used by employees participating in the Staff Currency Flying program.

AIRCRAFT RENTAL AGREEMENT THIS AGREEMENT IS MADE _________, 200_, between the BOARD OF TRUSTEES OF WESTERN MICHIGAN UNIVERSITY ("WMU"), a Michigan constitutional body corporate, of 1903 W. Michigan Ave, Kalamazoo, MI 49008 and __________________________, ("USER") a full-time/part-time (non-student) employee of Western Michigan University College of Aviation (referred to collectively hereinafter as "The Parties"). 1. Scope of Agreement: The scope of this agreement is to establish the terms and conditions for USER, a licensed pilot and full-time employee of WMU, to rent from WMU certain Airplane(s) (hereinafter "Aircraft") for use by USER in accordance with the terms and conditions of this Aircraft Rental Agreement and the College of Aviation Staff Currency Flying Regulations attached hereto as Exhibit A. This agreement shall remain in effect for a period of one-year or until USER is no longer either a licensed pilot or a full-time employee of WMU, whichever event occurs first in time. This Agreement shall govern each use of Aircraft by USER in his individual capacity rather than as an employee of WMU. 2. Compliance with Laws and Regulations: USER agrees that USER's use of the Aircraft will at all times comply with all applicable laws, rules, and regulations relating to the use of aircraft, such as but not limited to, all rules and regulations of the Federal Aviation Administration (hereinafter the "FAA") and the National Transportation Safety Board (hereinafter the "NTSB"). USER agrees to cooperate in any investigation, inquiry, or other activity of the FAA or NTSB with regard to the use of the Aircraft or any incidents associated with the use of the Aircraft. USER further agrees to comply with all the terms of the College of Aviation Staff Currency Flying Regulations attached hereto as Exhibit A and the terms of said exhibit are incorporated by reference. 3. Compliance with WMU Rules and Regulations: USER agrees that USER, USER's guests, and all others acting on USER's behalf or with USER's permission shall abide by WMU policies and rules relating to their conduct and behavior while on WMU property or using the Aircraft. 4. Fees and Term: USER agrees to pay to WMU all fees and costs associated

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Appendix C-17

01-03-2008

with use of the Aircraft and will return the Aircraft in accordance with the instructions provided at the time of use. Use of Aircraft will remain in the sole discretion of WMU and will be subject to availability. 5. Allowed and Prohibited Uses: The uses of the Aircraft that are allowed under this agreement are in accordance with the terms and conditions of the College of Aviation Staff Currency Flying Regulations attached hereto as Exhibit A. The Aircraft may not be used a) to carry passengers or property for compensation, expressed or implied, nor to carry passengers in excess of the respective seating capacity thereof, b) by any person in violation of any law or regulation regarding the operation or use of the Aircraft or the transportation of the person; c) in any race or speed contest; d) to propel any airplane or glider e) by a person other than USER; f) any person under the influence of intoxicants or narcotics; g) for any illegal purpose; h) in any instance where the hour meter of the Aircraft has been tampered with or disconnected; i) other than upon airports that have been agreed upon in Exhibit A; j) for flight training or instruction of any individual, other than USER; or k) in violation of the terms and conditions of this Aircraft Rental Agreement or the terms of the College of Aviation Staff Currency Flying Regulations attached hereto as Exhibit A. 6. Return: USER agree that said aircraft shall be returned to the Western Michigan University facilities at the WK Kellogg Regional Airport. USER agrees that it will return the Aircraft in the same condition as received, with the exception of normal wear and tear. Repairs and Maintenance – USER promises not to make or have others make repairs on the Aircraft without express permission of WMU. You promise to notify WMU as soon as practicable of any mechanical problems you notice on the Aircraft. You understand that as pilot in command you are responsible to ascertain the Aircraft airworthiness for each flight. 7. Indemnification: USER shall indemnify and hold harmless WMU, its Board of Trustees, officers, employees, agents, successors and assigns from any and all claims, suits, demands, actions, liabilities, expenses, or losses whatsoever, including but not limited to, claims for property damage, personal injury and death, which relate in any way whatsoever, directly or indirectly, USER's use of the Aircraft. Said indemnity includes, but is not limited to, costs and legal fees incurred by WMU in defense of any such claim, suit, demand, action, liability, expense, or loss.

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Appendix C-18

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USER shall indemnify and hold harmless WMU, its Board of Trustees, officers, employees, agents, successors and assigns from any and all expenses and liability resulting from or arising out of any negligence or misconduct on the USER’s part to the extent that the amount exceeds the applicable insurance carried by WMU. USER shall also reimburse WMU for the cost of restoring, repairing, or replacing any damage to WMU property, grounds, buildings, or equipment arising out of or related to USER’S gross negligence or willful misconduct of the Aircraft. 8. Limitation of Liability: WMU shall not be liable to USER for breach of any express or implied covenant of this Agreement, for any damages, losses, costs or expenses to USER, except for the refund of the fees and deposits paid by USER under this Agreement. 9. Insurance: WMU carries aircraft Bodily Injury and Property Damage liability insurance coverage on the Aircraft, but only for the protection of WMU. USER is responsible to protect his/her own interests while using the Aircraft and all renters are encouraged to obtain additional insurance, as needed. WMU also provides the following insurance coverage on its aircraft for Renters: Bodily Injury & Property Damage (including passenger) - $1,000,000 each; Occurrence Medical Payments: $10,000 per person per accident; and Hull coverage as appropriate for the type of plane rented. WMU waives any rights of recovery against USER if the USER is an employee of WMU. However, any physical damage to the aircraft hull while in the possession or control of the USER that results from the gross negligence or willful misconduct of the USER will be the sole responsibility of the USER. RENTER HEREBY ACKNOWLEDGES THAT HE/SHE HAS BEEN NOTIFIED AND UNDERSTANDS THE LIMITS OF ANY INSURANCE COVERAGE PROVIDED BY WMU, AND AGREES TO BE RESPONSIBLE FOR ANY LIABILITY BEYOND THE LIMITS OF THE UNIVERSITY’S COVERAGE, AS APPLICABLE. RENTERS OF WMU AIRCRAFT ARE ENCOURAGED TO OBTAIN ADDITIONAL INSURANCE. 10. Termination/Breach of Agreement: WMU reserves the right to terminate this Agreement, without penalty, for any reason including but not limited to breach by USER of any of the terms contained herein, or if it should become impractical to

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Appendix C-19

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perform this Agreement due to causes beyond the reasonable control of WMU including, but not limited to, acts of God, damage or destruction to the Aircraft, labor disturbance, war, civil commotion, shortage or unavailability of labor, or governmental action. USER shall reimburse WMU for attorneys’ fees incurred in connection with any violation of this Agreement by USER. 11. No Assignment: USER may not assign this Agreement, in whole or in part, with the prior written consent of WMU. 12. Governing Law: The parties agree and stipulate that the law governing this agreement shall be the law of the State of Michigan. 13. Entire Agreement: This Agreement contains the entire Agreement between the parties. Any and all modifications must be in writing, signed and dated by each party's authorized signatories. 14. Severability: If any portion of this Agreement is deemed void or unenforceable by any Court of competent jurisdiction, the remaining portions of this Agreement shall survive in full force and effect. 16. Responsibility for Taxes: USER shall be responsible for all federal, state, and local taxes, fees and other charges due as a result of payments under this Agreement. WMU will not be responsible for withholding any taxes, fees or other charges. 17. Affiliation/use of WMU Servicemarks and Trademarks: USER shall not use WMU's name, insignia, logo, picture, or any other material that might create the impression of an association or affiliation without the prior written consent of WMU. _________________________________ Signature of USER

________________ Date

_________________________________ Signature of representative of WMU

________________ Date

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Appendix C-20

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D. The following is a reprint of the Staff Development Policy.

Staff Development The College of Aviation is vitally interested in the continued development of faculty and staff. In addition to the benefits provided by Western Michigan University for additional education, the College encourages its faculty and staff to pursue pilot certificates and ratings. Accordingly, the College will permit the use of College aircraft for instructional purposes for full and part-time employees of the College of Aviation (does not apply to students enrolled in the University who also have part-time employment) under the following conditions. Rental of aircraft under this policy must be for instructional purposes necessary to obtain a pilot certificate or rating. This policy does not cover flights to maintain currency. All flights must be with an instructor or authorized by an instructor in accord with the appropriate syllabus. Instruction must be given by College of Aviation instructors. Insurance maintained by the College will cover instructors providing instruction under this policy. Students of the College of Aviation will be given priority for aircraft and instructors. All procedures and operating rules of the College of Aviation must be followed. The following aircraft at rates specified below may be utilized under this policy: (Current rates on file at Dispatch)

_______________________________ Dean, College of Aviation

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_______________ Date

Appendix C-21

01-03-2008

Section 2 - College of Aviation Documents

A. Winter Flying Operation Concerns

Winter Flying Operations Western Michigan University Introduction: The purpose of this document is to advise pilots of some of the problems they may encounter while flying during the winter. Aircraft Preparation: Some engines may need the aircraft manufacturer's approved Winterization Kit to allow the oil and cylinders to reach and maintain correct operating temperatures. If a winterization kit is installed on your aircraft, keep an eye on the oil temperature/cylinder head temperature, especially if the weather turns warmer. Be sure to heed the operating limitations set by the manufacture for use of the winterization kit. The pitot-static system should be checked for water, which can freeze and block the system. If static drains are installed on your aircraft, know where they are and how to use them. The battery is worked harder in cold weather winter operations. If you've had to make prolonged attempts to start the engine, when it does start, allow plenty of time for the battery to re-charge before using heavy electrical loads. In a singleengine aircraft the battery is all you are left with if the electrical charging system fails in flight. If installed on your aircraft, check that all the airframe, propeller, pitot, and windscreen de-icing/anti-icing systems are operating correctly. De-icing/anti-icing systems may suffer from neglect or disuse, and may prove faulty when needed. Leaks may have developed in inflatable boots especially on the tailplane (due to stones thrown up by the landing gear/propellers), so check that they ALL inflate properly.

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Appendix C-22

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Make sure engine crankcase oil breather pipes are clear and free from deposits which can freeze, causing a pressure build-up that could force engine oil seals to fail. Flight Preparation: If you are planning to visit another airport, make sure it is open as mud, snow, flooding or frozen ruts may have necessitated closure. Remember also that daylight hours are much shorter in winter. Never fly in icing conditions for which the aircraft is not authorized. Do not be misled into thinking that because an aircraft is fitted with de-icing, or anti-icing equipment, it is necessarily effective in all conditions. Most general aviation aircraft are not authorized for flight in icing conditions, although some protection may be given. Generally, aircraft authorized for flight in known icing conditions are limited for only light icing conditions. (the equivalent of a build-up of 12 mm (1/2 inch) of ice in 40 nautical miles. Continued flight into bad weather is the number one killer in general aviation. Get an up to date aviation weather forecast prior to departure. The most likely temperature range for airframe icing is from 0 to -10°C. Pay attention to any icing warnings. Note the freezing level, it can be surprisingly low even in spring and autumn. You may need to descend below it to melt an ice build-up but beware of high ground. Remember also that altimeters over read in very low air temperatures by as much as several hundred feet. You can be lower than you think. Ask yourself the following questions: If you are likely to encounter ice en-route, have you room to descend to warmer air? Will the airspace or performance allow you to climb to cold, clear air? (Note that any ice build up may not melt and will degrade cruise performance). Can you land safely at your destination? If the answers to these questions are NO, don't go. Prepare an accurate route plan with time markers, including an alternative in case you do encounter ice/snow. The countryside looks very different when covered by a blanket of snow and familiar landmarks may have disappeared. Wet snow, slush or mud can seriously lengthen the take-off run or prevent take-off altogether. Check the Approved Flight Manual for the aircraft and allow a

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Appendix C-23

01-03-2008

generous safety margin. Have a cloth handy for de-misting the inside of the windows while taxiing. Dress sensibly! WMU flight operations require a hat that covers the ears, winter gloves, and coat for cold weather operations. If you suffer a forced landing, you should be dressed suitably to survive for an extended period of time. Be aware that the 'cold' your body experiences is a function of the wind chill factor. Refer to the posted Wind Chill charts. The WMU flight training area can be very inhospitable in winter. Be certain to carry a few survival items in case of a forced landing, e.g. warm clothing and a flashlight. Be prepared to divert. Don't put pressure on yourself to get home if the weather deteriorates. When snow has fallen, check to find out if your proposed destination and alternate(s) are open and which operational areas have been cleared. Obtain the most recent braking reports from ATC. Bear in mind the effects of a crosswind combined with an icy runway. Pre-Flight: There may be a greater risk of water condensation in aircraft fuel tanks in winter. Drain fluid from all water drains. Drain it into a clear container so that you can see any water/ice. Note: While water will settle to the bottom of the container, ice crystals will usually be suspended in the fuel. Tests have shown that frost, ice or snow with the thickness and surface roughness of medium or coarse sandpaper, reduces lift by as much as 30% and increases drag by 40%. Even a small area can significantly affect the airflow, particularly on a laminar flow wing. Ensure that the entire aircraft is properly de-iced and check visually that all snow, ice and slush are removed. If water has collected in a spinner or control surface and then freezes, this produces serious out-of-balance forces. There is no such thing as a little ice!

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Appendix C-24

01-03-2008

The most effective equipment for testing for the presence of frost and ice are your eyes and your hands. Do not rely on snow blowing off during the take-off run. The 'clean aircraft concept' is the only way to fly safely -- there should be nothing on the outside of the aircraft that does not belong there. Check that the pitot heater really is warming the pitot head. Departure: Remember that taxiways and airport obstructions may be hidden by snow, so ask if you are uncertain. Observe wing-tip clearance on taxiways in reference to snow piles. Do not apply the parking brake when temperatures are at or below freezing while conducting the Power Checks, and organize the positioning of the aircraft to ensure snow and ice are not being blown onto the tailplane and into control surfaces. Check the cabin heater/defroster operation as early as possible. Taxi slowly to avoid throwing up snow and slush into wheel wells or onto the aircraft's surfaces. Taxiing slowly is safer in case the tires slide on an icy surface. Stop well clear of obstructions if there is any doubt about braking effectiveness. Minimize the use of brakes during taxiing in areas of loose snow. This will heat the brake discs and melt any snow that comes in contact with the discs. This may refreeze causing locked brakes. You may consider using a 'Soft Field' take-off technique -- if so, be sure that you are familiar with the recommended procedures. En Route: After take-off on a slushy or snowy runway, select the gear UP-DOWN-UP. This may loosen accumulated slush before it freezes the gear in the up position. In very cold weather, exercise constant speed props every 30 minutes to help prevent congealing of oil in the prop dome.

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Appendix C-25

01-03-2008

Airframe Icing is most frequently encountered within convective clouds, Cumulus or Cumulonimbus (CU/CB) where the build up of ice can be very rapid. In these clouds the icing layer can be several thousand feet thick and a dramatic change of altitude will be required to avoid icing. It is better to avoid flying through these clouds by changing direction or turning back. The initial areas susceptible to structural icing are the leading edges of the wings, struts, tailplane, and horizontal stabilizer. If you see ice forming anywhere on the aircraft, act promptly to get out of the conditions. If ice does form, keep your speed up, don't fly too slowly. The aircraft stall speed will increase with ice build up. Most of the time snow which has already frozen will not stick to an aircraft, but occasionally wet snow with a high moisture content will stick. Treat it like ice. Freezing rain is the most severe form of airframe icing. If such conditions are encountered near the ground it is best to land as soon as possible. If the severe icing is encountered at higher altitudes, change your altitude to a warmer temperature. Generally warmer temperatures will be found at a lower altitude, but may be found at higher altitudes if a temperature inversion exists. If you are in trouble, tell someone clearly and in good time. Verify the transponder is ON and set the code to 7700. Ice forming on an aircraft can cause odd vibrations and noises. An antenna icing up may begin to vibrate (and can fall off). Don't panic, remember AVIATE, NAVIGATE, COMMUNICATE. Landing: Prolonged power off approaches (descents of over 2000'), are not authorized when the OAT is less than -12qC (10qF) to avoid shock cooling of the cylinder heads. Cylinder head changes should not exceed 28qC (50qF) per minute. Plan ahead, reduce power gradually, and maintain some power throughout the descent. Most icing accidents occur when the pilot loses control during approach or landing. Even a thin coat of ice on the aircraft justifies a 20% increase in approach speed.

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Appendix C-26

01-03-2008

If you suspect, because of changed stick forces or vibration, that there is ice on the tailplane, a flapless or partial flap landing is advisable. This reduces the tailplane load and the likelihood of tailplane stall, which can result in a very severe pitch down. Allow extra distance for the ground roll on snow covered runways. Braking should be kept to a minimum during the landing roll to prevent lockup. Remember that ground temperatures fall quickly during the late afternoon on an exposed runway, and by dusk ice may be forming on wet runways. After Landing: Caution shall be exercised in accepting hold short clearances and early turnoffs from the runway by ATC after landing. Take care when getting out of the aircraft. Jumping from the aircraft walkway onto an icy apron could lead to a painful tumble. Do not apply the parking brake when temperatures are at or below freezing. Use the chocks supplied in the aircraft.

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Appendix C-27

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B. Personal Minimums Checklist

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Appendix C-28

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Appendix C-29

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C. Cirrus’ Envelope of Safety

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Appendix C-30

01-03-2008

D. Cirrus Landing Profiles The following landing profiles have been written to help minimize landing problems. The main emphasis of these profiles is to minimize the occurrence of flat landings, wheel barrowing, porpoising and tail strikes. Speeds referenced are for the SR20. SR22 speeds, if different, are provided in parenthesis. Normal Landing: Approach: 100% Flaps. 75 KIAS final (80 KIAS SR22); If 75 knots is not achieved by ½ mile final then the approach is not stabilized and a go-around is suggested. Touchdown: Power reduction and round-out should be initiated once entering ground effect culminating with a landing attitude at touch-down that results in the stall horn emitting an occasional “chirp” signifying the aircraft is nearly out of energy. Low energy, low airspeed - high sink rate approaches should be avoided at all costs as they likely will result in the need for a rapid round-out leading to a tail strike. After Touchdown: The control yoke should continue to be gradually drawn aft as airspeed dissipates and the tail is no longer effective. At this time the nose of the aircraft will settle to the pavement on its own accord. DO NOT release elevator backpressure immediately after the mains touch. Touch-and-Go: If a touch-and-go is to be accomplished from a normal landing, once the nose has lowered on its own, gently release some of the back pressure to bring the control yoke to a position slightly aft of neutral. At all times, elevator control input should keep the nose wheel light. Once at taxi speed and on centerline, retract the flaps to 50%. When the flaps have retracted, smoothly apply power for takeoff. Crosswind Landing: (Significant)

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Appendix C-31

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Approach: Normal approach speeds should be used for crosswind landings. No additional speed is added to the final approach speed. The use of 100q of flaps is recommended for both the Cirrus SR20 and SR22 for crosswinds up to the demonstrated crosswind limit of 21 knots (20 knots SR22). Touchdown: Final power reduction and round-out should occur once in ground effect. Touchdown in a sideslip with rudder applied to straighten the longitudinal axis of the aircraft (rudder to straighten your nose) and aileron to control side drift. Touchdown with an attitude slightly less than normal landing attitude with enough control yoke back pressure to ensure a main wheels first landing. After Touchdown: The yoke should continue aft as airspeed dissipates and the tail is no longer effective. The nose of the aircraft will then settle to the pavement on its own accord. As the aircraft slows, progressively increase the aileron deflection to correct for the crosswind. DO NOT release elevator backpressure immediately after the mains touch. Touch-and-Go: If a touch-and-go is to be accomplished from a crosswind landing, once the nose has lowered on its own, gently release some of the back pressure to bring the control yoke to a position slightly aft of neutral. At all times, elevator control input should keep the nose wheel light. Once at taxi speed and on centerline, retract the flaps to 50%. When the flaps have retracted, smoothly apply power for takeoff. Gusty Winds: Approach: During periods of gusty winds either straight on or crosswind, fly the normal approach speed + ½ of the gust factor up to an additional 10 knots. Example: If the current winds are 12 knots gusting to 22 knots, your gust factor is 10 knots; therefore add 5 knots to your approach speed. It is recommended that 100% flaps be used even in conditions of significant gusts.

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Appendix C-32

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Touchdown: Touchdown with a slightly nose high attitude. In gusty wind conditions, it is not desirable to touch down in a high pitch landing attitude. In such an attitude, a sudden gust of wind could result in the aircraft becoming airborne again. After Touchdown: The yoke should be held in a position slightly aft of neutral keeping the nose wheel light. Adjust aileron deflection into the wind to correct for the crosswind if necessary. Touch-and-Go: Same as other landings. Partial Flap or No-Flap Landings: Note: All landings should be made with 100% flaps. 50% or 0% flap landings should only be made in the case of an abnormal situation. 50% or 0% flap landings may be accomplished during dual instructional periods to accommodate for training requirements. Approach: Approach speed should be normal approach speed for given condition (normal, crosswind or gusty wind) +5 knots for 50% flap landings and +10 knots for no-flap landings. Examples of approach speeds are as follows for normal wind conditions. 100% Flaps 50% Flaps No-Flaps

SR20 75 KIAS 80 KIAS 85 KIAS

SR22 80 KIAS 85 KIAS 90 KIAS

Touchdown: Because of the inherent high pitch attitude of a partial flap or no flap landing, minimal round-out should be applied during the landing flare. The approach should be a shallow power on approach with power carried into ground effect and gradually closed once in ground effect. After Touchdown: The yoke should be held in a position to keep slight aft back pressure keeping the nose wheel light. Care should be taken not to allow the control yoke to be relaxed too far forward or pulled aft

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Appendix C-33

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Touch-and-Go: If a no-flap or partial flap landing is accomplished as a result of a system malfunction, a touch-and-go should not be accomplished. Make a full stop landing and follow WMU procedures concerning an aircraft malfunction.

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Appendix C-34

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E. Compliance with FAR 141.93(a)(3) Federal Aviation Regulation 141.93(a)(3) requires that each student is provided at time of course enrollment a copy of the safety procedures and practices developed by the school that describe the use of the school's facilities and the operation of its aircraft. The following table shows what sections of the FOM address each area. With respect to piloting issues, additional information concerning airmanship can be obtained in the standards manual and the aircraft approved flight manual. Regulation 141.93(a)(3)(i)

Topic The weather minimums required by the school for dual and solo flights

141.93(a)(3)(ii)

The procedures for starting and taxiing aircraft on the ramp

141.93(a)(3)(iii) 141.93(a)(3)(iv)

Fire precautions and procedures Re-dispatch procedures after unprogrammed landings, on and off airports Aircraft discrepancies and approval for return-to-service determinations

141.93(a)(3)(v)

141.93(a)(3)(vi) 141.93(a)(3)(vii)

Securing of aircraft when not in use Fuel reserves necessary for local and cross-country flights

141.93(a)(3)(viii)

Avoidance of other aircraft in flight and on the ground

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Appendix C-35

FOM Section(s) 91.61 91.66 91.71 91.76 91.81 91.86 91.176 91.181 91.183 91.166 91.216 91.41 91. 126 91. 131 91. 136 91. 191 91. 196 91. 201 91. 206 91.211 91.186 91.146 91.151 91.156 91.181 91.221 91.226 91.301

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141.93(a)(3)(ix) 141.93(a)(3)(x)

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Minimum altitude limitations and simulated emergency landing instructions A description of and instructions regarding the use of assigned practice areas

Appendix C-36

91.326 91.331 91.341 91.356 91.231 91.46 91.241 91.243 91.336 91.338 Appendix B

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