Source: http://www.desu.edu/print/4304
Timestamp: 2013-12-10 00:05:36
Document Index: 180894532

Matched Legal Cases: ['art 141', 'art 141', 'art 121', 'art 141', 'art 1552', 'art 141', '§ 44709', '§ 1550', 'art 1520', 'art 121', 'art 141', 'art 61', 'art 141', 'art 141', 'arts 61', 'art 141', '§ 61', 'art 61', 'art 61', 'art 141', 'art 141', 'art 141', 'art 61', 'art 141', 'art 141', '§ 141', '§ 61', '§ 61', '§ 91', '§ 91', '§ 91', '§ 91', '§ 91', '§ 91', '§ 91', '§ 91', '§ 25', '§ 91', '§ 91', '§ 61', '§ 61']

This document includes the Safety Practices and Procedures required by 14 CFR Part 141.93(3)(i) through (x)
Local Practice Area
NASA Reproting
Pilot Grounding
Enroute Descrepancies
- Pre-Flight
Schedulepointe©
- Post-Flight
IMC/IFR Flights
Wether Limitations
Section 1 -- Administrative Prerequisites for 141 Program Entry and Program Participation
THE DSU AVIATION PROGRAM OPERATIONS MANUAL
SYLLABUS IN USE
RECEIPTS, INVOICES AND MESSAGES
COMPUTER ROOM AND GENERAL WORK AREA APPEARANCE
APPROVED CROSS-COUNTRY AIRPORTS
CONTACT WITH THE CHIEF OR ASSISTANT CHIEF INSTRUCTOR
PILOT CURRENCY AND PROFICIENCY
AIRCRAFT/AIRPORT SECURITY
COURSE PROGRESSION AND COMPLETION
GROUND SCHOOL ROSTER AND ATTENDANCE AND TESTING
FLIGHT INSTRUCTOR/STUDENT CONFLICTS
FAA INSPECTIONS/RE-INSPECTIONS
TSA INSPECTIONS
DSU INSPECTIONS/RE-INSPECTIONS
Section 2: Student Academic Performance
MINIMUM STUDENT ACTIVITY AND OVERALL GPA
STUDENT PILOT COURSE PROGRESSION
REQUIRED 141 GROUND SCHOOL ATTENDANCE, COMPLICANCE AND COMPLETION
REPEAT LESSONS AND REMEDIAL INSTRUCTION
FLIGHT INSTRUCTOR AND STUDENT SHARED RESPONSIBILITIES
POLICY COMPLIANCE PRIOR TO FLIGHT OPERATIONS
AUTHORIZED FLIGHT ACTIVITIES
SENECA SCHEDULING AND FLIGHT TRAINING
NON-INSTRUCTIONAL FLIGHT ACTIVITIES
UNAUTHORIZED FLIGHT ACTIVITIES
FLIGHT SIMULATOR SCHEDULING AND USAGE
TRAINING FOLDERS AND LOGBOOKS
INSTRUCTOR/STUDENT SHARED RESPONSIBILTIY FOR RECORS ACCURACY
CHIEF FLIGHT INSTRUCTOR’S RESPONSIBILITIES
ASSISTANT CHIEF FLIGHT INSTRUCTOR’S RESPONSIBILITIES
CFI PROFESSIONALISM AND DUTY-TO-PERFORM
INSTRUCTOR STANDARDIZATION AND EVALUATION
Section 3: Flight Training and Aeronautical Operations
MAXIMUM USE FO ATC/FSS SERVICES
SCHEDULING FLIGHT LESSONS
FLIGHT CANCELLATIONS/NO SHOWS
ASSIGNMENT AND SCHEDULING POLICY
SCHEDULEPOINTE© USAGE
AIRWORTHINESS DETERMINATION
WIND RESTRICTIONS
MINIMUM FUEL REQUIREMENTS
PERFORMANCE, ENDURANCE, AND WEIGHT AND BALANCE CALCULATIONS
STUDENT PILOT SOLOS
LANDING AND OTHER INCIDENTAL FEES
PICs OCCUPYING THE LEFT PILOT SEAT
CROSS-COUNTRY OPERATIONS
FLIGHT PLAN DEVIATIONS
AIRCRAFT AND FLIGHT LESSON POST FLIGHT ACTION
LESSON POST-FLIGHT BRIEFING
CLOSING OUT SCHEDULEPOINTE
Section 4: Contingency and Emergency Management Procedures
GENERAL FLIGHT LOCATING PRINCIPLES
ENROUTE MECHANICAL DISCREPANCIES
RE-DISPATCH AFTER UNPLANNED LANDING
DELAWARE STATE UNIVERSITY FLIGHT OPERATIONS MANUAL
The Delaware State University Aviation Program provides students with a quality education and experience in preparation for careers in the aviation industry. The mission of the Program is to provide an industry standard and relevant educational experience that produces high quality aviation professionals who distinguish themselves and reflect the quality of their aviation program education.
We believe that the pillars of the Aviation Program are “Dedication, Safety, Unity, Attitude and Professionalism”. Participants in this program will demonstrate: Dedication to the program, to DSU, and to their own academic and aviation success; a focus on Safety in aircraft operations and other critical aspects of their lives; a Unity of purpose, assisting each other in successful completion of the program; and a positive Attitude, striving to exhibiting Professionalism in their studies, in their aviation training and performance, and in every endeavor they undertake.
Director, Aviation Program
Change is commonplace in a dynamic career field such as aviation. Through continual consultation with Government and Industry leaders, and input from the field, this Flight Operations Manual represents an on-going effort to provide Delaware State University Aviation Program Students with the most current and up-to-date information for training and operating in an increasingly complex aerospace environment.
While this Manual addresses a FAR Part 141 regulatory requirement, the reader will be pleased to find an Appendix which serves as an aviation compendium that introduces several subjects of benefit to the aspiring FAR Part 121 aircrew member.
Progressing through the DSU Aviation Program is not easy, and differs from many other commercially based (“FBO”) flight training programs in that the Student must simultaneously pursue—
Academic excellence (Required curriculum and high GPA)
Administrative integrity (Campus policies and fiscal accounting)
Aeronautical regulations (FARs, the Authorized Flight Lab syllabus, and this Manual)
As you embark on your journey in aerospace, I encourage anyone pursuing a Professional Aviation Career to read everything they can get their hands on. This Manual is a start … and I believe it’s a good one at that.
All the best in your professional pursuits!
Chief Flight Instructor (ATP ASMEL; CFI AIM; CTO; CGI-A)
ADMINISTRATIVE PREREQUISITES FOR 141 PROGRAM ENTRY AND PROGRAM PARTICIPATION
This Flight Operations Manual describes the procedures and policies to which all members of the Delaware State University Aviation Program shall adhere, and demonstrates to the FAA how the DSU Flight School conducts business.
All individuals are required to follow all applicable Federal Aviation Regulations (FARs) and DSU policies while conducting any procedure or operation, or taking any action, affecting DSU aircraft and/or the DSU Aviation Program. Deviations from this Operations Manual may only be made with the expressed prior approval of the Program Director and/or the Chief Flight Instructor.
It is the responsibility of every individual who participates in the program to read, understand and follow all policies, practices, procedures, and other actions outlined in this Manual. Any person involved in the program that becomes aware of any deviation from this Manual, any impending hazard, or any impediment to safe operations is required to communicate to the Chief Instructor Pilot and the Program Director without delay.
Any person found to be in willful violation or disregard of this Manual shall be subject to administrative action by the Chief Pilot, Program Director, and/or other DSU official as determined necessary by the official taking said action. Furthermore, any action taken by DSU does not remove, relieve, or otherwise indemnify the offending person from any external action by other private or public entities or persons.
It is important for all users to understand the Operations Manual is the primary method by which the Chief Instructor exercises operational Control and communicates policy. It is your responsibility to understand the regulatory and training objective of this Operations Manual and adhere to all policies and procedures.
Professionalism, trustworthiness, and personal integrity represent the foundation of aviation, and is a central aspect of our training. It is not necessary to be a person that knows everything, but you should be a person who knows where to find things anything that relates to your training and future profession.
The Aviation Program mission is to shape inquisitive minds, build exceptional flight skills, and craft winning attitudes.
This Operations Manual will establish the following—
Procedures for ensuring compliance with airplane weight and balance limitations
Description of training areas, weather limitations, and procedures for accessing weather information
Procedures for accident notification (NTSB 830)
Procedures for allowing the pilot in command to determine compliance with required airworthiness inspections, and for determining airworthiness status (50hr., 100hr., and Annual Inspections)
Procedures for reporting and recording mechanical irregularities (“squawk” sheets)
Procedures for determining previous irregularities have been corrected or deferred (Return to Service)
Procedures for continuing flights under deferred maintenance (Ferry Flights)
Procedures for refueling at home base and enroute
Procedures for PIC in passenger safety briefing
Flight locating procedures for which an FAA flight plan is not filed that provides at least the information required to be included in a VFR flight plan and timely notification of an FAA or search and rescue facility, if an aircraft is overdue or missing
Procedures for ensuring compliance with emergency procedures, including emergency exit of aircraft
Procedures for TSA compliance
Other procedures as deemed necessary by Staff for efficient utilization of resources and administration of effective Flight Instruction.
The PROGRAM MANAGER’S OFFICE is located on campus in the MBNA Building. Telephone: (302) 857-6710.
The CHIEF FLIGHT INSTRUCTOR’S OFFICE is located at Delaware Airpark, DSU Flight Operations Suite. Telephone: (302) 730-5075.
The ASSISTANT CHIEF FLIGHT INSTRUCTOR’S OFFICE is located at Delaware Airpark, DSU Flight Operations Suite. Telephone: (302) 730-5075.
FLIGHT INSTRUCTORS may be reached at the Delaware Airpark, DSU Flight Operations (302) 730-5075, or via individual Cell Phone/Email, as provided by the Instructor.
Delaware State University Aviation Program is a FAA certificated Part 141 Flight School, with operations primarily at Delaware Airpark (33N) in Cheswold, DE, holding Certificate Number of—
UDWS188K
All affected personnel will comply with the provisions of this Manual, as well as all applicable Federal Regulations, Accepted Industry Training Manuals, Advisory Circulars, and Airworthiness Directives.
The Syllabi in use by DSU is a Commercially Developed Training Syllabus (CDTS) that has been developed by Jeppesen, and is the most currently available as of 10/25/2012. DSU intends to use the CDTS, as-is.
Should Jeppesen decide to change that syllabus, and if DSU elects to amend its syllabus accordingly, it must first obtain FSDO approval. The syllabus used by DSU must be the same as that used by the student, therefore DSU will alert to changes in course content by Jeppesen, and will proceed to modify the Approved Syllabus as follows:
Forward a “Petition to Modify/Update the Approved Syllabus” to PHL FSDO
Update the DSU TCO Reference Copies, as directed by PHL FSDO
Distribute the changed material to the affected Students
It is imperative that all Instructors and Students employ STRICT ADHERANCE to the syllabi in accordance with FAR 141.77(b). Any deviation recorded on the students training folder, certificate, logbook, or any inaccurate computation on the Integrated Airman Certification and Rating Application (IACRA) or expired endorsement is a violation of the FARs.
Smoking and any tobacco use is prohibited:
In DSU airplanes
Inside the Flight Operations building
Inside the Aviation Program Van
The image of a person smoking—and yet flying—is one that is out of step and inconsistent with good airmanship, safety, and common sense. Air Carriers do not hire pilots that smoke. For most of us, that should prove sufficient deterrent. Smoking is simply a bad career move.
Required paperwork must be filled out clearly, legibly and accurately.
Aircraft documentation and receipts will be submitted upon return or termination of the flight. Ensuring that fuel and other receipts are properly submitted to the Dispatcher or Chief/Assistant Chief Instructor is a core responsibility of pilots at DSU.
Incoming phone messages must be handled accurately, as this is a core method by which DSU management presents a professional image. Phone Etiquette means that the person answering the phone speaks clearly, communicates in an environment absent of excessive background noise, records (writes down) the name of the person who called, time, date, brief message synopsis, and contact phone number—and then places it in a location where it cannot be lost or misplaced before the intended recipient can read it.
A prerequisite for assignment to DSU flight status is the appearance of aircraft. From time-to-time, wash schedules may be developed to address routine appearance issues.
Visits by onlookers of any facility can be either a blessing – or a curse. If our facility reveals a clean, well-lit working environment, visitors will be encouraged to support us. However, if dirty, disheveled, unkempt classrooms, offices and airplanes are viewed, it signals prospective clients to go elsewhere. All Instructors and Students should display camaraderie and esprit-de-corps in policing the common areas.
FBO Phone #
757-787-5660
37.6468889
-75.7610556
757-787-4600
Akron Canton OH
330-960-9545
Akron Fulton OH
330-724-4237
41.0375000
-81.4669167
330-733-7460
610-266-3579
40.6520833
-75.4408056
814-793-9655
40.2963722
-78.3200231
814-793-2164
Atlantic City Bader NJ
609-272-9311
39.3600278
-74.4560833
609-340-9909
Atlantic City International NJ
609-485-4444
39.4575833
-74.5771667
609-383-3993
Baltimore Thurgood Marshall MD
410-691-1278
39.1753611
-76.6683333
410-859-8393
304-253-5214
37.7873265
-81.1241643
304-763-2988
Belmar Farmingdale NJ
732-938-3330
40.1869181
-74.1248869
203-381-9453
41.1634722
-73.1261667
203-375-5795
Caldwell Essex NJ
973-575-4417
40.8752228
-74.2813567
973-227-1180
410-228-7559
38.5393244
-76.0303992
609-886-9089
39.0515555
-74.5451000
609-886-8652
Cecil County/Elkton MD
302-378-2063
39.5741806
-75.8697861
304-345-7319
38.3731479
-81.5931894
757-421-0252
36.6656183
-76.3206639
757-421-9000
Coatesville Chester County PA
610-384-6132
39.9789722
-75.8654722
610-384-9000
Dover Cheswold Delaware Airpark
39.2183756
-75.5964267
302-735-5519
410-822-2817
38.8041667
-76.0690000
252-338-4750
36.2605806
-76.1745722
252-335-5634
631-752-8129
40.7287811
-73.4134072
631-843-9488
301-694-1457
39.4175833
-77.3743056
Fredericksburg Shannon VA
540-372-6794
38.2668222
-77.4491944
302-856-2927
38.6891944
-75.3588889
39.6674689
-74.7577344
609-704-3066
Harrisburg, Capital City PA
717-770-0880
40.2171389
-76.8514722
Harrisburg, Middletown PA
717-944-1372
40.1934953
-76.7634036
508-778-1143
41.6693364
-70.2803558
508-771-7520
631-471-0690
40.7952500
-73.1002222
919-731-4473
35.3314347
-77.6088333
252-208-1414
717-569-8860
40.1217153
-76.2960978
717-569-4996
Manassas Regional VA
703-361-6160
38.7214167
-77.5154444
703-361-2171
603-668-8992
42.9325556
-71.4356667
508-693-7685
41.3930278
-70.6143333
304-264-0988
39.4019328
-77.9845814
304-262-2507
Miller Airpark Toms River NJ
732-244-4450
39.9274981
-74.2923792
856-327-3455
39.3678056
-75.0722222
856-825-3160
40.7993500
-74.4148747
973-292-1300
609-267-1176
39.9428906
-74.8457194
609-267-3131
508-228-5375
41.2530519
-70.0601814
508-992-0195
41.6761417
-70.9569417
508-996-1832
252-514-2086
35.0729722
-77.0429444
252-633-1400
Newport News Patrick Henry VA
757-874-3682
37.1318956
-76.4929875
757-886-5755
804-464-1390
36.8946111
-76.2012222
757-857-3463
410-213-1530
38.3104444
-75.1239722
39.2634722
-74.6074722
609-399-0907
304-464-5547
39.3451039
-81.4392031
304-464-5115
Philadelphia International PA
215-492-9617
39.8719444
-75.2411389
215-492-7060
215-677-0146
40.0819442
-75.0105867
Queen City PA
610-791-5463
40.3422555
-752930000
610-791-5193
919-840-0816
35.8776389
-78.7874722
610-372-9863
40.3785000
-75.9652500
610-376-5447
804-236-1091
37.5051667
-77.3196667
410-634-1072
38.9701133
-75.8663244
410-634-2806
Salisbury Wicomico Co MD
410-341-0868
38.3405261
-75.5102881
Summit Airport DE
39.5203889
-75.7204444
201-393-0855
40.8501014
-74.0608361
609-538-8690
40.2766911
-74.8134683
609-771-9500
Vincentown Red Lion NJ
39.9041517
-74.7495492
609-859-2266
Washington Dulles VA
703-471-7127
38.9445319
-77.4558097
703-572-0000
410-876-1281
39.6082778
-77.0076667
410-876-7200
Wildwood Woodbine NJ
39.2191500
-74.7947650
609-861-1300
Wilkes-Barre Scranton PA
570-457-3111
41.3384772
-75.7234028
570-457-3400
Wilkes-Barre Wyoming Valley PA
41.2971722
-75.8512056
866-655-6434
41.2418358
-76.9210956
570-368-2651
302-328-1536
39.6787222
-75.6065278
540-662-6970
39.1435214
-78.1444444
540-662-5786
717-792-5529
39.9169950
-76.8730261
717-792-5566
330-856-9357
41.2607356
-80.6790967
All DSU Instructors and Students shall provide a CURRENT primary and emergency contact phone numbers and email address to the Chief Instructor for use on Schedulepointe©.
Pilots will be locked out from access and all flight activities under Schedulepointe © until such time that current information is provided
Pursuant to FAR 141.85 (b), the DSU Chief Instructor or the Assistant Chief Instructor, is “continually available by telephone, radio, or other electronic means during the time that training is given for an approved training course.” Several methods of office appointment, electronic communications, and personal contact are available to facilitate this.
Certificate Requirements + Regulatory Compliance + Type Currency = Operational Proficiency
No person will act as Pilot in Command of DSU aircraft unless that person is PROFICIENT!
A proficient 747 Captain is not necessarily a proficient Warrior Captain!
While DSU may assist in proficiency, the responsibility for incurring the costs of maintaining proficiency rests squarely upon the individual pilot or Instructor. Proficiency is a goal easily maintained at DSU via strategic activity planning and routine Flight Lab participation for both Instructor and Student.
Proficiency flights are conducted by first providing written documentation to the Chief or Assistant Chief disclosing and substantiating the nature of the request, and that a proficiency lapse will occur or has already occurred. A record of all proficiency flights will be maintained in the Student’s or Instructor’s folder.
With the exception of the Seneca, most pilots enjoy ‘blanket’ authorization to dispatch aircraft. That said, pilots will not dispatch aircraft for their own personal use (i.e., “non-instructional operation”) absent of a Chief/Assistant Chief authorization. Any pilot found not complying with the DSU authorized activities requirements will be denied access to Schedulepointe and administratively grounded. DSU reserves the right to consolidate proficiency flights with other events or operations.
If it is determined that any pilot cannot attain or maintain proficiency within a reasonable period of time (usually less than one hour of additional flight time provided by DSU), then that pilot must stand down from any DSU flight lab or instructional activity until proficiency is regained via purchase of additional flight time at DSU, or elsewhere.
Note that Flight Instructor Recertification is not the responsibility of DSU! It is the responsibility of each Instructor to ensure that his/her certificate remains valid. CFI recertification is an activity most economically conducted on-line via several vendors of FIRCs.
Pilots not activating and closing flights, transposing numbers, shifting decimal points, or entering typographical errors, can—and will—corrupt the database system. It is therefore IMPERATIVE that users incorporate ACCOUNTING DISCIPLINE when using this software system.
Pilots WILL NOT rely on Schedulepointe© as the primary method of determining maintenance compliance, as this system is only as accurate as the last pilot’s entry. The PIC must rely upon recorded tach times and logbook entries of Certified A & P Mechanics into the airframe, engine, or propeller logs.
Ensuring that an aircraft has not exceeded required maintenance usually is a simple matter of comparing the current “tach” time to the placarded tape placed above the tachometer by maintenance, indicating the point that required maintenance must occur.
The Chief of Maintenance—by default—is the Ground Operations Executive and is authorized to suspend or terminate movement of any DSU aircraft while on the ground at any airport for safety concerns or maintenance reasons.
Maintenance Instruction—All CFIs shall receive mandatory instruction from the Chief of Maintenance on safe preheater use, deicing, hangar door operations, engine start procedures, or any other subject he determines to effect a more safe and efficient operation. The Chief of Maintenance will determine if the briefings will be in group-session form, or if he can accommodate CFIs on a one-on-one basis.
Delaware State University Flight Training is conducted in a very modern, permanent facility, co-located in the Delaware Airpark DRBA (Delaware River and Bay Authority) Terminal Building.
DSU Students and Staff have use of a dedicated Computer Room area, in which flight planning and other activities attendant to training are conducted. This room can comfortably accommodate about 10 students involved in study at any given time.
Dedicated administrative offices exist for the Chief Flight Instructor, Assistant Chief Flight Instructor, and Chief of Maintenance. Another large room, sub-divided by cubicle partitions, is dedicated to the Flight Instructor Staff. A private rest room exists in this area. The appearance of the facility’s common areas is maintained by contract janitorial services.
A Lounge Area is provided to DSU Aviation Program Students in the main terminal area, complete with snack machines and additional rest-rooms.
The aircraft hangar is east of, and adjacent to, the Administrative Offices, and can accommodate up to 7 small GA type aircraft undergoing various stages of maintenance.
The hangar door will not be operated by anyone that has not been trained by Mr. Harlan Durham, Chief of Maintenance.
DSU Flight Training is classified by the Transportation Security Administration as Group III, whereby flight training in aircraft weighing 12,500 pounds or less (or flight simulators representing aircraft weighing 12,500 pounds or less) occurs. Additional details can be found in the Interim Final Rule on Flight Training for Aliens and Other Designated Individuals; Security Awareness Training for Flight School Employees (49 CFR Part 1552).
Alien: Any person who is not a citizen or national of the United States
Candidate: An alien or other individual designated by TSA who applies for flight training or recurrent training. It does not include an individual endorsed by the Department of Defense for flight training.
Flight School: Any pilot school, flight training center, air carrier flight training facility, or flight instructor certificated under FAR 61, 121, 135, 141, or 142, or any person who provides instruction in the operation of any aircraft or aircraft simulator.
Flight Training: Instruction received from a flight school in an aircraft or aircraft simulator. Flight training does not include recurrent training, ground training, a demonstration flight for marketing purposes, or any DOD/Coast Guard flight training.
Applicable AFS Program Highlights
TSA authorized to implement fee structure; $130 per candidate (FY’05)
Background checks will be done on pilots of aircraft less than 12,500 lbs (Category III), but Category III candidates may begin training before security assessment is complete; this section of the rule becomes effective October 20, 2004
Candidates requesting training on aircraft for which they are current and qualified to operate will not be required to undergo security assessments regardless of aircraft weight (Category IV)
For all four categories, flight schools must submit a candidate’s photograph to TSA when the candidate arrives at the flight school for training
Schools will provide security training for appropriate staff (overseen by TSA Office of Operations Policy)
Flight training must start within 180 days of the candidate’s submission of information to TSA.
If no response is received from TSA, Category I flight training may begin on the 31st calendar day after submission of all flight school and pilot candidate information to TSA. Flight training must be terminated immediately if TSA later notifies the flight school to terminate training.
Flight schools will maintain all pilot security related records for a minimum of 5 years.
The DSU Aviation Program will not start flight training (aircraft or flight simulator) for foreign pilots, foreign student pilots, and other non-US citizens (e.g. green card holders) until the following has been accomplished:
Photo of the pilot or student taken “when the candidate arrived at the flight school for training” must be submitted to TSA.
Pilots and students must submit required background check information on a form available on-line at https://www.flightschoolcandidates.gov [1]. This may be submitted from their overseas location prior to entering the US for training.
Pilots and students must submit fingerprints (10-fingers) to TSA. The American Association of Airport Executives (AAAE) is the clearinghouse for all fingerprint submissions to TSA. Information on their procedures can be obtained at 703-797-2550. There are currently no procedures in place for pilots or students to have their fingerprints taken at a foreign location.
DSU will obtain a web access code from PHL FSDO, then submit to TSA the pilot/student information, when he wants to start flight training, and the type of training requested.
Pilots and students must provide DSU/Aviation Program with a current and valid passport and visa, if appropriate.
Flight training (aircraft or flight simulator) may begin immediately upon submission of all required items to TSA and AAAE.
Flight training will be immediately terminated if TSA notifies DSU Aviation Program to cease training.
Flight training not started within 180-days from submission of required items to TSA and AAAE voids all submitted information and the applicant must resubmit all the information.
DSU must maintain a copy of the appropriate documents on file for a minimum of 5 years.
For questions on the Alien Flight Student Program (AFSP), please contact the AFSP Help Desk at (703) 542-1222. E-mail questions are also being accepted at: AFSP.help@dhs.gov [2]
There are no flight schools, pilot, or student pilot TSA reporting requirements for US citizens, US Nationals, and Department of Defense (DOD) personnel. However, the Program Manager, DSU Aviation Program, must physically see one (and make duplicate copies of) of the following documents, or combinations, on ALL candidates before beginning ANY flight training:
Original, or government-issued certificated, birth certificate (US) for the US, for American Samoa, or Swains Island, plus a photo ID
Current, valid (not expired) US Passport (contains photo)
Original US Nationalization Certificate w/ raised seal, plus a photo ID
Original US Citizenship & Immigration Services (USCIS) or Immigration & Naturalization Service (INS) form N-550 (or N-570, Certificate of Naturalization), plus a photo ID
Original certification of birth abroad w/raised seal or US Department of State Form FS-545 (or Form DS-1350), plus a photo ID
Original certificate of US citizenship w/raised seal, USCIS or INS Form N-560 (or Form N-561 or Form N-581, with photo ID
DOD or Federal Agency written certification attesting to the Federal employee’s US citizenship or nationality, plus their government-issued photo ID
In the case of Foreign Nationals seeking Flight Training, the following data must be obtained by DSU Aviation Program─
The candidate’s full name, including any aliases used by the candidate or variations in the spelling of the candidate's name
A unique candidate identification number created by TSA
A copy of the candidate’s current, unexpired passport and visa
The candidate’s passport and visa information, including all current and previous passports and visas held by the candidate and all the information necessary to obtain a passport and visa
The candidate’s country of birth, current country or countries of citizenship, and each previous country of citizenship, if any
The candidate’s actual date of birth or, if the candidate does not know his or her date of birth, the approximate date of birth used consistently by the candidate for his or her passport or visa
The candidate’s requested dates of training and the location of the training
The type of training for which the candidate is applying, including the aircraft type rating the candidate would be eligible to obtain upon completion of the training
The candidate’s current U.S. pilot certificate, certificate number, and type rating, if any
The candidate’s current address and phone number and each address for the 5 years prior to the date of the candidate's application
The candidate’s gender
The DSU Aviation Program must copy the appropriate documents and maintain them on file for a minimum of 5 years and permit TSA and the Federal Aviation Administration to inspect the records during reasonable business hours. Flight training (aircraft or flight simulator) may begin immediately after the pilot or student pilot presents the appropriate documents.
AOPA Most, if not all, questions beyond that provided by the DSU OPS MAN should be adequately addressed by AOPA. Information concerning TSA rulings may be found at: http://www.aopa.org/tsa_rule/ [3]
DSU Aviation Program must ensure that each flight school employee receives initial security awareness training. Each year, in the same month as the month the flight school employee received initial security awareness training, that employee shall receive recurrent security awareness training.
The initial and recurrent flight school security awareness training program offered by the TSA can be accessed at: http://download.tsa.dhs.gov/fssa/training/ [4]
TSA directs that the theft of any General Aviation aircraft be immediately reported to the appropriate authorities and the TSA General Aviation Hotline at 866-GASECUR (866-427-3287). In addition, persons should report any suspicious activity immediately to local law enforcement and the TSA General Aviation Hotline.
DSU Aviation Program must remain vigilant for suspicious behavior and activities.
Generally, the compliance route of a Student through any DSU Flight Course is as follows:
Determine course prerequisites (existing certification and eligibility)
TSA enrollment eligibility is determined
Pilot contact data is entered into the Schedulepointe system
Separate Jeppesen Student Folder/Document Jacket assembled for each Applicant for each Approved Course (CFR 141.101)
Copy of DSU Add/Drop slip is entered into Jacket
Copies of most current Pilot and Medical Certificates inserted into Document Jacket (CFR 141 Appendix B,C,D,F,G,I—2)
Jeppesen Syllabus verified in the Student’s possession
Logbook verified in the Student’s possession
Enrollment Certificate is prepared and entered into the Document Jacket after completion of the above 7 items. Note: DSU is required by FAR Part 141 to forward a copy of each enrollment certificate to the jurisdictional FSDO (PHL) within 5 days. (Reference: CHAPTER 141; SECTION 1; Paragraph 17. SCHOOL ENROLLMENT AND GRADUATION)
Operations Manual has been read (“read … comply … fly”)
Signature page (p. V) of this Manual indicating receipt of required documents is completed, signed, and entered into Jacket
Copy of Pre-solo Written Test inserted into Jacket (Student Pilots)
Ground School in progress or completed with documentation submitted by Ground School Instructor
Compliance with Approved Flight Syllabus, Flight Lessons remain in-stage; repeat lessons and deviations to Syllabus progress described and substantiated; penmanship and legibility assured (CFR 141.77a&b)
The recommending Instructor—
Administers Remedial Instruction on the Learning Statement Codes found on the applicant's Airman Knowledge Test result
Certifies via an endorsement in the Airman’s logbook that the Student has demonstrated satisfactory knowledge in those subject areas in which that Student was found deficient
Review of Prerequisites for Practical Tests (CFR 61.39)
Records certified by Chief Instructor (CFR 141.85a1; 141.95b6)
Final disposition of records as Graduation/Termination/Transfer [CFR 141.101 (d)]
Archiving of ALL 141 activity for a minimum of 2 years (compliance with School re-certification look back [CFR 141.3])
Note: A Student may accomplish only ONE Flight Lab at any given time.
Note: ONLY the Chief Instructor may Enroll, Graduate, Terminate or Transfer a Student
GROUND SCHOOL ROSTER, ATTENDANCE AND TESTING For the purposes of Certificate Ground School administered by a Delaware State University Instructor, a Roster containing —
Attendance/remedial attendance
Course content detailed and specified in the Approved FAA Syllabus
Grades of quizzes and tests
Date the recommendation for a knowledge test has been issued to that Student (if applicable)
— will be maintained by the Authorized Ground School Instructor, and made available to the Program Manager and Chief Instructor upon request.
The FAA monitors the progress and completion of each ground course offered by the flight program through the University’s Blackboard system. Each ground school instructor is required to track the progress of each student and enter all certificated ground school course quizzes, end-of-stage exams, and end-of-course exams in the University’s Blackboard system. MEDICAL CERTIFICATION
Note: A person MUSThold a Student Pilot Certificate prior to enrolling in the Flight Portion of the Private Pilot Certification Course. (FAR 141 Appendix B.2— Eligibility for enrollment)
Good health and healthy lifestyles are fundamental to aviation safety. Federal Regulation mandates that a current Flight Physical must be performed at specified intervals in order to act as Pilot in Command (PIC). FAA selected physicians–called Aviation Medical Examiners (“AMEs”)–may be located using the Internet at the following URL –
http://www.faa.gov/pilots/amelocator/ [5]
Prior to enrolling in the Professional Pilot Aviation Program, students are required to successfully complete an initial “qualifying” FAA 1st Class Flight Physical. This physical examination is a requirement for professional-level aviation employment. Students enrolled in the Aviation Program intending only to pursue additional pilot qualifications and ratings are required to successfully complete an initial “qualifying” FAA 2nd Class Physical. Once passing the required qualifying physical, the student must maintain at least a FAA 3rd class Flight Physical.
Use of the FAA MedXPress System is mandatory beginning October 2012 for anyone requiring an FAA Medical Certificate or Student Pilot Medical Certificate. This system electronically completes the Application For Airman Medical Certificate, FAA Form 8500-8, and transmits the application to the FAA and your Aviation Medical Examiner (AME) to review at the time of your medical examination.
Failing a 2nd Class medical exam will disqualify an applicant for any position as Professional Flight Crew member or Air Traffic Controller.
Students should apply for the highest level medical certificate as soon as possible so that if a disqualifying medical condition is determined they will not have spent a lot of time and money learning to fly.
Any time “Yes” is checked for any of the conditions in the Medical History box, the Aviation Medical Examiner (AME) will typically have them supply a more detailed explanation.
Keep in mind that aviation Flight Deck employers demand possessing and maintaining the 1st Class physical as part of their individual hiring and continued employment process.
Aviation is an activity that is intensely scrutinized by the public, particularly at the initial training level. Therefore every effort shall be made by Instructors and Students to protect the public image of Delaware State University.
Activities, behaviors or conversations (“ABCs”) by any member of the Instructor Staff or Aviation Program Student Body that is deemed by the Chief Instructor or Campus Administrators to be disreputable or detrimental to a sound business image shall be cause for counseling, review, and corrective action up to and including termination as Instructor or expulsion from Flight Training Programs.
DSU actively encourages and petitions reports from all sources concerning DSU Flight Operations, and that the legitimacy or veracity of such reports will be addressed and weighed upon receipt. Delaware State University wants the public to know it can rest assured that our entire current Staff of Instructors and Roster of Students are career minded and purposeful.
All DSU Aviation Program participants should be aware of the career-ending aspects and liability issues that any deviations, stunts, pranks or lack of Professionalism involving DSU aircraft would bring upon themselves.
Professional appearance and conduct are essential attributes of the professional pilot. Those who do not adhere to proper hygiene (“floss, brush, and bathe”) will not be accepted at the professional level, nor will they fly DSU aircraft. At no time will any Student or Instructor appear unkempt or disheveled while intending to execute flight duties. The following are the approved clothing items:
Single or two-color collared shirt and black or tan khaki slacks (i.e., “Dockers”) that do not contain any logo or insignia larger than 1” or the appropriate polo shirt with insignia as directed by the Manager.
Black or tan khaki pants, black or tan khaki shorts in warm weather.
Ensure that undergarments are never exposed while attempting to execute flight duties
Recognition of industrial work area safety concepts (i.e., long hair kept tied back)
The Department Program Manager and/or Chief Flight Instructor will consider deviations from the required attire for extreme/inclement weather (+900F; -250F), financial, health, or safety reasons. However, any such deviations will not override any safety related issue, are not considered permanent, and is subject to continual review by the Chief Instructor.
Athletic and denim wear is specifically prohibited.
Summer Flight Academy and Special Program activities may use specific uniform attire
Flight Instructor Appearance
Flight Instructors set the example for Students to follow. In addition to the criteria established for Students, and to the maximum extent possible, Instructors shall wear the issued uniform Polo shirt, or other uniform items, as directed by the Chief Instructor, or Program Manager.
Single or 2-color collared (“Polo”) shirt with DSU or other approved insignia.
Black or brown shoes (“gumshoes”) with socks.
A DSU Flight Suit may be worn instead of the uniform.
Athletic and denim wear is specifically prohibited
Flight Academy or ROTC Instructors must wear approved ROTC shirt during those activities.
Be motivated—don’t wait to be told what to do!
Show initiative—read and study everything you can get your hands on!
Be disciplined, consistent, and committed to excellence!
Prepare for each lesson by completing assignments!
Ensure your training folder has been updated and endorsed by your Instructor!
An Instructor or Student may be prohibited from participating in DSU flight activities for medical, administrative or operational reasons. Prohibition of flight activities for any of these reasons is commonly referred to as “grounding” (“GND”). Release from such status is referred to as “return to flight status” (“RTFS”). Authority for grounding and RTFS of DSU flight students is indicated below:
Administrative:------------------------------- DSU administrative personnel or designated representatives Medical:--------------------------- DSU Health Service, Aviation Medical Examiner, or Flight Instructor
Operational:------------------ Flight Instructor, Chief Flight Instructor or Department Program Manager
Reasons for Pilot grounding generally involve —
a violation of FARs, or any DSU Aviation Program operational or safety standards
failure to maintain the minimum flight activity and progress
poor GPA performance
exhausting Flight Lab time
any act that results in an aircraft incident, accident, or damage to an aircraft
Illegal drug use is prohibited by local statute and FAR. Any conviction by Lawful Entity of illegal drug use, possession, transportation, distribution or intent to distribute, will result in immediate termination from flight activities.
A current and comprehensive list of OTC and prescription medications is provided by AOPA at—
http://www.aopa.org/members/databases/medical/druglist.cfm [6]
Note that even ‘approved’ drugs may have unpredictable results at altitude. Be aware that most nighttime cold remedies contain alcohol, and that by using the drug pilots will be restricted from flying for 24 hours after ingestion. Likewise, all motion-sickness remedies, including “Dramamine,” are to be avoided.
WHENEVER ILLNESS REQUIRES MEDICATION, DO NOT FLY!
Alcohol use is governed by FAR 91.17. However, in addition to the FAR, DSU has established that no alcohol may be consumed within 12 hours of any flight activity. This restriction applies to all pilots and students in DSU aircraft, regardless of Pilot-in-Command status. DSU students are also cautioned that the legal drinking age in Delaware is 21 years old.
FAR 61.15 require reporting alcohol or drug related motor vehicle convictions (DUI/DWI) within 60 days of that conviction and defines Motor Vehicle Action as:
conviction of operating a motor vehicle while intoxicated, impaired, or under the influence of alcohol or a drug
Note that motor vehicle related ―
― are indicated by the applicant on the medical certificate application (FAA Form 8500-8 line 18.v) by checking “yes”. The AME does not have discretionary latitude to ‘spot’ issue a medical certificate based on first DUI offense, as was the case in the past. The AME must now obtain the court documents and question the airman, and if —
court documents indicate the airman had a blood alcohol level of > 0.15 while operating a motor vehicle
a roadside alcohol test result was positive
the airman refused to allow the police to take a roadside sample
― the AME must defer the airman’s medical certificate application to FAA CAMI (Civil Aeromedical Institute) Aerospace Medical Certification Division. The FAA CAMI will then insist that the airman obtain a substance abuse evaluation from a recognized counselor as a condition of further consideration of issuance of a medical certificate.
It is DSU policy that all pilots must notify Flight Operations immediately (and prior to any further flight) following any DUI arrest or conviction. In these cases, the Department Program Manager and the Chief Flight Instructor will make an appropriate interim determination of future flight privileges. A Review Board will be convened after any DUI conviction.
Students and Flight Instructors must also immediately report to the Department Program Manager and the Chief Flight Instructor any traffic convictions that result in suspension or termination of any driving privileges (“Motor Vehicle Actions”). A Review Board will be convened in these cases to determine appropriate action.
In any situation involving possible unsafe actions, willful violation of FARs, willful violation of this Operations Manual, or an arrest due to violation of Civil Traffic Infraction involving alcohol or other intoxicants, the Department Program Manager will convene a Flight Operation “Review Board”.
The review board will consist minimally of the following members:
Chief Flight Instructor, or Assistant Chief Flight Instructor
Other participants may include:
One senior Flight Instructor
One member of the Student Representative Board
One member of the DSU faculty or staff
The Review Board will meet to collect preliminary fact-finding information from all involved with the alleged action. At the hearing, the student will be allowed to present any witnesses on his/her behalf, and will be allowed to be represented by an advocate or counsel. A staff member will attend the preliminary fact-finding session(s) and Hearing, to serve as a secretary and record the Hearing.
The Review Board will then make a decision and recommend action to be taken. The possible Board Actions recommended may include—
Written warning and admonition (Letter of Counseling and/or Letter of Correction)
Suspension for a specified period of time (GND)
Probationary observation for a specified period of time
Termination from DSU flight activities
The Review Board will submit this written recommendation within three (3) business days following completion of all testimony. If a unanimous recommendation is not made by the Review Board, then each member with a minority opinion should submit a written recommendation to the Department Program Manager within three (3) business days of the completion of testimony. During the review process, the student will be grounded. All final decisions for termination from flight activities will be submitted to the appropriate DSU administrators including the Dean, School of Professional Studies and the Vice President for Academic Affairs for review. All appeals of the Review Board decisions must be submitted to the Dean, School of Management.
Conflicts are considered by the Flight Department to be those personal situations that impede learning or progress. At any time, students should feel free to discuss conflicts with the Chief Flight Instructor to allow an informal reconciliation. Students are also encouraged to utilize the Student Representative Board to discuss and resolve instructor/student conflicts.
If it is decided that a conflict will persist absent of a clear directive, the Chief Flight Instructor will convene a hearing with the Student, the Instructor involved, and an Aviation Program Third Party member (Member of the Student Representative Board or Instructor) for review of the circumstances leading up to the conflict, and resolve and/or reconcile the issue.
A written Statement of Particulars from the individuals affected may be requested by the Chief Flight Instructor
DSU operates according to a standardized curriculum and operational criteria—not personal preference. Should a review be warranted, Instructor professionalism (including documentation)—as well as Student preparedness and attentiveness—will be under scrutiny. DSU Aviation Program determines that all conflicts should be satisfied at the departmental level whenever possible.
Students should be aware that an Appeal to the University via the standard Grievance Procedure remains available if the results of Flight Operations procedures are contested. However, the findings of the Aviation Program Review and Recommended Action will be forwarded to Campus Administration.
Logbooks, Student folders and other flight records are subject to audit at any time, for any reason, by authorized personnel (FAA, TSA, Local Law Enforcement, and DSU Administration). All logbooks and logbook software utilized by any DSU pilots (students, flight instructors, faculty and staff) must be made available upon request by DSU Flight Operation’s personnel.
Routine records audit are also conducted during syllabus Stage Checks. The Chief will be examining the following documentation—
The Student Folder for syllabus compliance
The Student’s logbook for required endorsements and other entries
The 8710-1 form, or IACRA process
(i.e., “the ramp check”, or the “709 ride”)
Authority for this “anyone, anytime, anywhere” inspection/audit/reexamination policy is supported by U.S. law, which is excerpted below:
SUBTITLE VII – AVIATION PROGRAMS
PART A – AIR COMMERCE AND SAFETY
SUBPART III – SAFETY
CHAPTER 447 – SAFETY REGULATION
§ 44709. Amendments, modifications, suspensions, and revocations of certificates
(a) Re-inspection and Reexamination. – The Administrator of the Federal Aviation Administration may re-inspect at any time a civil aircraft, aircraft engine, propeller, appliance, air navigation facility, or air agency, or reexamine an airman holding a certificate issued under section 44703 of this title.
(b) Actions of the Administrator. – The Administrator may issue an order amending, modifying, suspending, or revoking –
1) any part of a certificate issued under this chapter if –
(A) the Administrator decides after conducting a re-inspection, reexamination, or other investigation that safety in air commerce or air transportation and the public interest require that action
§ 1550.3 TSA inspection authority.
Each aircraft operator subject to this part must allow TSA, at any time or place, to make any inspections or tests, including copying records, to determine compliance with—
This subchapter and any security program or security procedures under this subchapter, and part 1520 of this chapter; and
49 U.S.C. Subtitle VII, as amended.
At the request of TSA, each aircraft operator must provide evidence of compliance with this part and its security program or security procedures, including copies of records.
The jurisdiction of DSU Administrators rests over Instructor Staff, Students and Owned Aircraft, therefore DSU Administration retains the right to examine, or have reexamined, any airman exercising, or intending to exercise, flight privileges in DSU aircraft, at any time, by selected members of the DSU Instructor Staff, Designated Pilot Examiners, or the FAA FSDO.
The Aviation Safety Reporting System (ASRS) program, commonly referred to as the “NASA Program”, exists to collect, analyze, and respond to voluntarily submitted aviation safety incident reports in order to lessen the likelihood of aviation accidents. These reports are used to identify deficiencies and discrepancies in the National Airspace System (NAS) and to strengthen the foundation of aviation human factors safety research.
The “NASA Form”, or ARC Form 277B, is used by pilots, mechanics, and air traffic controllers to report aviation operations that may compromise safety, and is an integral part of the FAA’s Aviation Safety Reporting Program. Under certain circumstances, it can also protect pilots from fines and/or suspensions. The program is structured to guarantee confidentiality and anonymity because the primary purpose of the Program is to improve safety by facilitating the free, unrestricted flow of information from the users of the NAS.
Immunity from fine or penalty is granted if:
The “NASA Form” was sent within 10 days of event.
The burden of proof is on the reporter (you) that the report was sent.
Violation was inadvertent and not deliberate.
Violation did not involve a criminal offense or accident.
Reporter was not previously found in violation of the FARs within five years before date of event.
The FAA does not determine if the pilot was not qualified or competent to hold the certificate he claimed to be operating under. Send in the “NASA Form” within 10 days of event (certified mail, return receipt requested is suggested) to—
Moffett Field, CA 94035-0189
Portion of form that contains name and address is stamped and returned to reporter. Some information used in public newsletter and/or FAA policies.
NASA de-identifies the reporter in most circumstances. Report not de-identified in case of:
A criminal offense (FAA and Department of Justice are notified).
An accident (NTSB and FAA are notified).
The FAA will fully investigate if a violation is suspected, but will not query NASA or alleged violator to see if a NASA form had been submitted. It is only during FAA’s formal enforcement action that you may request immunity. Though immunity could be granted, the violation becomes part of the reporter’s file.
Complete information on this program may be accessed at— http://asrs.arc.nasa.gov/ [7]
MINIMUM STUDENT ACTIVITY AND PROGRESS
Any pilot enrolled in a DSU Flight Lab that does not fly at least once every 14 days will be administratively suspended via Schedulepointe© denial-of-access, and must receive remedial flight instruction by a DSU CFI prior to the next solo flight.
Pilots holding a Private Certificate or better who have not flown within 30 days must receive remedial flight instruction and be re-authorized for solo flight by a Flight Instructor prior to the next solo flight.
Every Student must be prepared for each flight and ground lesson. All Flight Labs include of additional ground instruction (“pre and post”) given by the Flight Instructor as part of the Flight Lab. This time is normally used when introducing new concepts, or for verifying subject areas beyond the scope of Ground School classes. The Flight Instructor will provide study assignments after each lesson as part of the post flight briefing. However, it is the Student’s responsibility to know which flight is next in the syllabus and to prepare accordingly. If a Student repeatedly fails to prepare for a Flight Lesson, the Instructor may charge the Student for the additional ground time required and subtract that time on the Flight Time authorization sheet.
Under NO CIRCUMSTANCES shall Certificate Ground School be re-administered to any student by the Flight Instructor. The prescribed and allocated one (1) hour Pre & Post flight briefing is on a per LESSON accounting basis and not on a per SESSION accounting basis. This policy is to prevent the Student’s account from being prematurely depleted by repeat lessons which is evidence the Student is not keeping pace with the syllabus.
Should any Instructor find that a Student is inexplicably unprepared, that Student shall be referred to the Program Manager or Chief Instructor for appropriate motivational counseling, remedial instruction, or considered for removal from the program.
This policy is consistent with industry-wide practice and is consistent with the “up-or-out” policies employed by corporate operators, Military Services, and Part 121, 135 Carriers that most DSU flight candidates aspire to fly for.
Failure to complete the stage of training within the allowed time constraints will result in possible termination from the FAA Approved Flight Curriculum. However, prior to termination from all flight activities, a Review Board will be held. The Department Program Manager and/or the Chief Flight Instructor will give due consideration to all extenuating circumstances before terminating a student from the FAA Approved Flight Program. For the purposes of determining the 90-day period, summer vacation or other DSU holidays including Christmas Recess, Spring Recess and all other official DSU holidays greater than 2 days long will not be counted.
Student pilots enrolled the DSU Aviation Program will maintain at least an overall GPA of 2.0 or “C” average to be eligible for participation in Flight Lab.
If a Student is currently enrolled in Ground School, the assigned Flight Instructor must ensure that:
No Student shall begin the Flight Portion of the Training before a Student Pilot certificate is in their possession
No Student shall Solo before Ground Lesson 9 is completed and the Presolo Written Test is accomplished
No Student shall begin the Dual Cross-Country phase of training until Ground Lesson 15 (Stage III Exam) is completed
No Student shall begin Flight Lesson 19 (Solo Cross Country) until an Instructor briefing pertaining to that specific sortie has been accomplished
No Student shall begin Flight Lesson 20 (Stage Check II) until Ground Lessons 16 & 17 (Final Exams A & B) are completed
REQUIRED 141 GROUND SCHOOL ATTENDANCE, COMPLIANCE AND COMPLETION
It is imperative that all Instructors and Students employ STRICT ADHERENCE to the syllabi in accordance with FAR 141.77(b). Any deviation recorded on the students training folder, certificate, logbook, or any inaccurate computation on the Integrated Airman Certification and Rating Application (IACRA) or expired endorsement is a violation of the FARs.
Repeat flight lessons shall be conducted only at the specific knowledge and authorization of the Chief or Assistant Chief Instructor. Unless otherwise directed, all remedial ground instruction will be conducted by the Chief Instructor or other personnel as directed by the Chief, and that Student’s flight training will be suspended or otherwise directed until satisfactory completion of the remedial session(s). Students will be advised by the Chief of the effects that repeat/remedial sessions may have on their academic grade and Lab account balances.
DSU Instructors AND students must recognize and accept the increased responsibility and records accountability that a FAR Part 141 training environment imparts as opposed to a more liberal Part 61 environment. Fundamental to your authority to operate in a FAR 141 environment is the requirement to adhere to the syllabus content and progression. Additional syllabus considerations should include at a minimum;
Setting strategic goals; (i.e., Assessment of needs)
Adhering to established processes; (i.e., Compliance with the Authorized Syllabus)
Recording results; (Clear, concise, legible documentation of Student performance into the approved Jeppesen Folder)
All Aviation Program participants must comply with this Manual, as well as DSU – Campus Policies, Curriculum of Study (syllabus) and Training Course Outlines (TCO), Checklists that are developed specifically for our aircraft and operations – prior to the conduct of flight.
For the purposes of DSU fiscal accounting, FAR Part 141.5(d) and 141.55(e) compliance, quality control, and TSA Alien Flight Student Program enrollment tracking requirements, ALL Student Candidates shall enroll in and adhere to the Approved Part 141 curriculum.
For the purposes of this Manual—
“Aircraft Dispatch” is the mandatory process by which persons certificated in aircraft category and class reserve, schedule, activate and close aircraft using the Schedulepointe© on-line scheduling system. Other than system administrators, if for whatever reason any person cannot access Schedulepointe© or dispatch an aircraft, that operation is not authorized.
An “Instructor” is a person holding proper FAA certification for category and class, and has been further authorized by the DSU Chief Instructor to administer appropriate sections of the approved FAA 141 curriculum, within the limitations of that person’s FAA certification.
A “Student” is any person enrolled in and accepting DSU Instruction regardless of the Candidate’s existing rating(s).
A “Flight Lesson” is the default purpose and use of the DSU fleet of aircraft, with the DSU Instructor on board the aircraft conducting Dual Instruction with a Student present in the airplane (or with a Student Pilot flying as sole occupant under the direct supervision of a DSU Flight Instructor), and the operation is in accordance with a lesson number in the Approved Syllabus.
“Approval” is the consent of the Program Manager, the Chief, or the Assistant Chief Flight Instructor for an Instructor or Student to –
administer or receive authorized DSU flight training courses
conduct non-instructional flight operations
“DSU aircraft checkout” is the authorization of the Program Manager, the Chief, or the Assistant Chief Flight Instructor for an Instructor to operate specific DSU aircraft for a—
specific course of study
non-instructional purpose
specific event or period of time
“Flight Stand-Down” all flight operations are conducted at the discretion of the Chief or Assistant Chief Instructor. Any flight may be subject to stand-down by management for any reason at any time, should it be determined that an operation is not in the best interest of DSU Aviation. Approval for operations not involving routine DSU flight training courses are considered on a case-by-case basis, and must receive the specific authorization of the Chief or Assistant Chief prior to conduct of that operation.
Dispatches involving Seneca lessons will occur with the specific involvement and discretion of the Chief or Assistant Chief using the following process—
Only Program Administrators have blanket dispatch authority with the Seneca.
Seneca use is via personal notification of the Chief or Assistant Chief.
Lesson requests will be made at least two (2) business days in advance of the intended lesson.
Additional lessons may not be scheduled until the satisfactory progress and completion of the previous requested lesson(s)
Upon completion of the lesson(s), authorization to operate the Seneca will revert to “not checked out”, hence preventing further Seneca dispatch.
Subsequent Seneca lesson requests must repeat the above process.
The Chief or Assistant Chief may review, audit, and stand down operations at any time.
The only non-instructional activities permitted in DSU aircraft are the following:
Pilot currency specifically approved by the Program Manager, Chief, or Assistant Chief Flight Instructor for DSU Flight Instructors, faculty, or staff that is in direct support of DSU instructional activities, and support the requirements of FAR Parts 61 and 141. The Chief or Assistant Chief reserves the right to consolidate currency flights with other Instructors or operations.
Personal use that is assessed and granted on a case-by-case basis. For these instances, the pilot must first request the operation from the Program Manager, Chief, or Assistant Chief Flight Instructor. The requesting pilot understands that this authorization is completely discretionary on the part of the Program Manager, Chief or Assistant Chief Instructor. Furthermore, the—
pilot agrees to submit to management after conclusion of the operation, a fuel purchase receipt obtained from an FBO, indicating that the fuel consumed has been replenished using his/her own personal funds
pilot agrees that passengers that are not enrolled in any DSU Aviation Program—regardless of that person(s) Airman certifications—are strictly prohibited
pilot agrees that this grant will not impair or inhibit other routine DSU Aviation Program operations
Aircraft ferry for the purpose of relocation or maintenance. Department faculty, staff, or students may conduct such flights. Participation of students who may log pilot time for the flight is encouraged whenever safe and feasible. The Program Manager, Chief Flight Instructor and Chief of Maintenance must approve these flights.
Promotional community service, public safety, and Search-and-Rescue support flights, as directed by the Program Manager and/or Chief Flight Instructor
Transportation of the University President, and other administrators as directed by the Office of the University President
Flight Team practice and competition authorized by the Program Manager and/or the Chief Flight Instructor.
Formation Flights Graduation, Homecoming, School Pride Day, and other events authorized by the Program Manager and/or the Chief Flight Instructor.
Other flights as directed by Delaware State University
The following activities are NOT authorized in DSU aircraft:
Any flight that does not fulfill the authorized activities.
Flights in violation of FARs or this Manual
DSU flight simulators shall be scheduled by the student’s instructor in accordance with appropriate syllabi prescribed for the course lesson to be flown. Ground and Flight Instructors will coordinate simulator time to parallel respective training as weather and circumstance permits. Schedulepointe© shall be used to schedule time for all simulator training
Flight Simulators are available to provide both student and instructor pilots the opportunity of achieving and maintaining instrument proficiency and currency without actually flying. This type of experience is particularly beneficial to the student since he/she can concentrate solely on a particular exercise without the additional responsibility of cockpit chores and pre-occupation of actual flight.
ATC-710 Simulator
The ATC-710 ground training device (GTD) is used mainly to show beginning instrument students the relationship of instrument flight when flying solely by reference to flight instruments. Students who have obtained a Private Pilot Rating and are enrolled in the Instrument Rating Course or completed the Instrument Rating course may use the ATC-710 at anytime.
The GTD is not designed to develop pilot control touch or flying techniques but rather to become familiar with instrument interpretation, procedures, and instrument navigation in a simulated IFR/IMC environment. Flight exercises include but not limited to:
Instrument familiarization and layout
Primary and secondary instruments
Effects of power on pitch and altitude
A library of flight assignments is available to provide diversified flights designed to increase the proficiency of student and experienced pilots. Most flight assignments are recorded in real time on CD Disk with ATC background communications designed to create a very realistic feel for the interaction between pilots and controllers.
The ATC-710 GTD is also approved to acquire and maintain instrument experience as described in FAR 61.57(c)(1) when use is certified by an authorized ground or flight instructor.
CR 12 Simulators
The CR 12 Flight Simulator is an advanced GTD that has the ability to replicate the DSU Warrior, Arrow, and Seneca airplanes. The full features of the CR12 allow instructors to satisfy syllabus training and should be used to the fullest extent possible up to the maximum simulator hours allowed under FAR 61 and 141. Maximum use of this GTD will save wear and tear on DSU’s airplanes and increase aircraft availability for our students and instructors. The CR-12 shall only be used with a DSU flight instructor.
Following is regulatory guidance for proper maintenance of student training folders and logbooks:
FAR 61.51 – Each person must document and record the Training time and aeronautical experience in a manner acceptable to the Administrator
FAR 61.59 – No person may make or cause to be made….Any fraudulent or intentionally false entry in any logbook, record, or report that is required to be kept, made, or used to show compliance with any requirement for the issuance or exercise for the privileges of any certificate, rating, or authorization under this part:
FAR 141.101 – Each holder of a pilot school certificate or provisional pilot school certificate must establish and maintain a current and accurate record of the participation of each student enrolled in an approved course of training conducted by the school….
Instructors will record all training administered in the appropriate folder immediately upon completion of that lesson. These records are to be kept in Flight Operations under lock and key and not leave the premises unless authorized by the Chief or Assistant Chief Instructor.
Student performance and grades are considered PRIVELEDGED INFORMATION, and not to be discussed in public. Students may review their flight folders at any time by asking their Flight Instructor, Chief Flight Instructor, or designated records custodian for access. All FAR Part 141 pilot schools must retain each student’s record for at least one (1) year from the date the student graduates, terminates a course, or transfers to another school.
Separately, records of instruction administered, or endorsements by each flight instructor, must be retained for at least 3 years (§ 61.189 Flight instructor records).
Only Flight Instructors may enter grades and comments in these folders. Students completing the solo cross-country requirements for the Private or Commercial certificate will enter all flight times and maneuvers completed (via a check mark) in their record folders in a timely manner upon mission termination at 33N. The Flight Instructor will then de-brief the student, review the entry and sign or initial the records.
INSTRUCTOR/STUDENT SHARED RESPONSIBILITY FOR RECORDS ACCURACY
It is the responsibility of each Instructor to update their Student’s records.
Records management is a mandatory flight and ground school function, and a core regulatory requirement for assignment as Instructor! It is also each instructor’s responsibility to establish and maintain training and currency data for each non-matriculated pilot they check out. It is also the responsibility of the student to ensure solo flights are properly endorsed (Student Pilot’s Certificate and Logbook) and that their folder is kept up to date.
Student Folder Content; The Jeppesen Student Folder is the template for full FAR 141.101 compliance, and in addition, will contain the following:
Copies of Pilot and Medical Certificates
Copies of logbook endorsements
Indication that any Ground School Course has been completed, and is maintained on the campus
Copy of Course Enrollment Certificate
Copy of Written Test Scores
Copy of Pre-solo Written Test
Solo and recent flight experience endorsements
Copy of 8710-1 (Certificate Application) form
FAR Part 61 Student Folder Content; If a student is enrolled in a Part 61 (non-matriculated) course, the DSU Instructor will maintain a student training folder with the format and course content paralleling the FAA Part 141 requirements. Areas that may not be pertinent shall be listed as such (ex., “N/A”).
Folder Disposition; Folders are personal, privileged, private information that shall be kept isolated from public access (locked after duty hours), sorted in alphabetical order and identified as active or inactive. Folders will not be kept in the Instructor Area unattended.
A student becomes inactive when he/she no longer participates in any course of training during the semester year, or requires a financial audit. An inactive pilot that requests a return to flight status does not fly until first accomplishing financial reconciliation (audit) by Campus finance officials and released to fly by the Chief Instructor. At the end of 1 year inactive status, the records will be archived. After 3 years inactivity, the archived records may be discarded.
The Chief Flight Instructor is the Chief Pilot and the Supervisor of Flying (“SOF”) for Delaware State University (DSU). The Chief’s responsibilities include, but are not limited to:
“Custodial Agent” of the FARs for this Flight School
Be continually available by telephone, radio, or other electronic means during the time that training is given for an approved (Part 141) training course.
Compliance with FAR Part 141.85 (“signatures, standardization, stage checks”)
Management of the Flight Instructor staff
Ensuring compliance with the Approved Training Course
Monitors client satisfaction, mediates conflict, facilitates account reconciliation, and assures Quality Control of flight training programs through Stage Checks and other audits
Primary oversight authority for scheduling, dispatch, and maximum utilization of all aircraft
Certifies student enrollment, training reports and graduation certificates, and serves as the final endorsing authority for the DSU Instructor Staff
Ensures compliance and adherence to Professionalism and a high Instructional Standard (PTS)
Audits student progress, and determines final disposition of training folders
Audits aircraft documentation
Conducts competency and standardization checks of Instructors [141.79(d)]
Ensures the proper conduct of student proficiency stage checks
Maintains liaison with the FAA FSDO
Implements all FAA, TSA and Campus regulations in a timely fashion
Attends yearly Flight Instructor Refresher Clinics (FIRC) [141.79(c)]
Attends Industry Conferences
Counsels the Program Manager concerning aircraft and systems acquisitions
Schedule staff meetings on a regular and consistent basis
Maintains an open door/confidentiality policy
Performs other duties as determined by the Department Program Manager or University President
The Assistant Chief’s responsibilities generally mirror the Chief’s, and holds full authority to implement actions on behalf of the Chief except where prohibited by FAR or Campus Policy.
Supporting supervision and scheduling of the Instructor Staff
Assigning Students to Instructors
Conducts competency and standardization checks of Instructors
Tracks and encourages Student progress
Secondary oversight authority of scheduling and dispatch of all aircraft
Audit, administration, and oversight of training records and folders on all assigned students
Compliance with all FAA and TSA directives, rules, and regulations governing ground and flight operations, to include attendance at all standardization, safety, and flight instructors meetings.
Ensures effective, equally distributed scheduling of aircraft, and seniority-based assignment of Instructors to students
Administers the Goal Awareness/Quality Assurance Program
Administers a reasonable and professional Dress Code
Enforces the Instructor/Student no-show policy
Acts as Chief Instructor in his/hers absence
Conduct all flight training activities in accordance with FARs Part 61, 91, 141, DSU Flight Operations Manual, DSU Flight Standardization Manual, and the course syllabus. Conduct checkouts according to the PTS and applicable FARs. All instructors will:
Be organized and available to provide quality flight and ground instruction in programs provided by DSU
Be open and receptive to scheduling adjustments and modifications
Operate under the general supervision of the Chief and Assistant Chief Flight Instructor
Complies with applicable FAA and TSA directives, rules, and regulations
“Plan-the-work — work-the-plan”
Be a good role model for students to emulate
Ensure syllabus training requirements, documentation and entries are met and recorded in the appropriate records ASAP, within 24 hours of the flight lesson
Act as pilot-in-command (PIC) of the aircraft while conducting flight instruction
Schedule the syllabus stage checks with the Chief Flight Instructor
Notify Chief Flight Instructor when each Stage is completed
Schedule the FAA Practical test with the FAA Inspector, or Designated Pilot Examiner
Maintain currency in accordance with applicable FARs
Administer ground school and testing as necessary
Use scheduling documents and/or software to ensure regulatory accountability, resource availability and personal punctuality
Justify lesson cancellations (CNX)
Ground any DSU pilot when—in their judgment—flight safety may be compromised or when University policy or Federal regulations are violated
Be physically present, or available by other means, to the Chief or the Program Manager, during student flight activities
Accept responsibility for fueling and tie down of aircraft
Attend University/Department directed staff meetings
Performs other duties as determined by the Chief Instructor or Department Program Manager
CFIs are duty-bound to know and use the FARs and charged by FAR to exercise due-diligence in acting as agent for and on behalf the Students’ best interest—whether it means implementing proper preflight action (91.103), or applying the prerequisites for a practical test (61.39). Aspiring Airline Pilots are cautioned that FAR violations—including those relating to Part 141—can be career-ending events.
Standard FAA References and Aeronautical Handbooks FAA-H-8083-1a — AIRCRAFT WEIGHT AND BALANCE HANDBOOK FAA-H-8083-3 — AIRPLANE FLYING HANDBOOK FAA-H-8083-9a — AVIATION INSTRUCTOR'S HANDBOOK FAA-H-8083-15 — INSTRUMENT FLYING HANDBOOK FAA-H-8083-19 — PLANE SENSE GENERAL AVIATION INFORMATION FAA-H-8083-25a — Pilot’s Handbook of Aeronautical Knowledge FAA-H-8083-27a — STUDENT PILOT GUIDE FAA-H-8261-1 — INSTRUMENT PROCEDURES HANDBOOK (IPH)
FAA-H-8083-6 — Advanced Avionics Handbook
AC00-45F — Aviation Weather Services
The DSU Instructor must be able to demonstrate the ability to perform the procedures and maneuvers included in the following PTS to at least the Commercial Pilot skill level while giving effective flight instruction
FAA-S-8081-14A — PRIVATE PILOT Practical Test Standards for AIRPLANE FAA-S-8081-12B — COMMERCIAL PILOT Practical Test Standards for AIRPLANE FAA-S-8081-4C — INSTRUMENT RATING Practical Test Standards for AIRPLANE FAA-S-8081-6B — FLIGHT INSTRUCTOR Practical Test Standards for AIRPLANE FAA-S-8081-9B — FLIGHT INSTRUCTOR INSTRUMENT Practical Test Standards for AIRPLANE
Initial Instructor Evaluations
Initial evaluations are used to show compliance with FAR 141.79 (d)(1), as well as a full understanding of this Operations Manual. The flight portion allocated to this evaluation should not exceed 1.5 hours, tach time. If the flight time required for the checkout exceeds the normally required time, the additional expense will be borne by the Flight Instructor applicant. If the Chief Instructor determines qualification in additional types of aircraft is warranted, DSU will bear the expense of the checkout.
Recurrent checks are performed on or before the subsequent 12th calendar month [FAR 141.79(d)(2)]. This check may be completed by the Chief Flight Instructor, Assistant Chief Flight Instructor, or designee.
If the evaluation has not been completed and the 12 calendar months have expired, the instructor pilot will be administratively grounded as Instructor until the evaluation is successfully completed. If the Instructor fails the evaluation, he/she may take a re-check. However, if the re-check is failed, employment at DSU may be terminated.
An existing DSU Instructor who has, within the past 12 calendar month period, passed a pilot proficiency check conducted by a FAA Designated Examiner or Inspector for a pilot certificate or rating, may substitute that evaluation for the annual Part 141 check-ride and need not accomplish the flight requirements of this section.
A proficiency check-ride may be given at any time at the discretion of the Chief Instructor Pilot.
The § 141.79 Flight training recurrent check ride serves as the prime opportunity to address other FAR currency requirements, such as § 61.56 Flight review and § 61.57 Recent flight experience. It also provides the opportunity to review the DSU training Environment as characterized by the Aviation’s Operational Triangle.
FAR 141.79(d)
Specific evaluation criteria is provided in FAR 141.79(d) which evaluates the Instructor on –
FAR 61, 91 and 141
AIM and this Operations Manual
Reference and training materials available to the Professional Instructor, including CD-R libraries and Internet resources
Local Weather issues such as Thunderstorms, Fog, Icing, Turbulence, and Migratory Bird Advisories
Local Air Traffic Control systems, procedures, communications and phraseology
Navigation and the use of navigational aids, including instrument approach procedures
Other inclusions as necessary to ensure the Instructor’s competence
Aircraft POH-AFM (FAR 91.9) Knowledge
Systems (i.e., flight controls, electrical, etc.)
Special concerns, current issues and revisions
Each DSU Instructor shall:
Schedule the assigned Students for successive lessons during the post flight brief
Remember that Flight Labs are assigned Classes—no different than Chemistry or Biology—therefore the minimum Student flight activity is one session per week
Alert and notify the Chief if any Student on the Roster fails to comply with the scheduling or has failed to establish and maintain contact
Alert and notify the Chief if their availability or ability to provide instruction will be interrupted
Alert and notify the Chief whenever a Student’s progress appears to be lagging (i.e., beyond 50% of the training and experience allowances for the appropriate Lab and Stage)
Ensure that all Lesson activities are recorded in the Jeppesen Folder
Submit all Student records to the Chief’s Office upon request
All students and Flight Instructors must attend any FAA or DSU Safety Seminars required by Management.
FLIGHT TRAINING AND AERONAUTICAL OPERATIONS
Preflight safety briefings will be conducted prior to each and every flight. Items covered during the briefing will include but are not limited to; weather and NOTAMS, fuel requirements, aircraft performance, a passenger briefing when passengers are aboard, and an I.M. S.A.F.E. check.
MAXIMUM USE OF ATC/FSS SERVICES
All pilots should begin developing early in their flying careers a high level of comfort and skill with the use of ATC/FSS services. ATC and FSS professionals provide invaluable services to the pilot both on the ground and in flight especially when it comes to weather or when you may need immediate assistance. It is each student’s responsibility to learn the many services provided to you by these professionals and use them on a regular basis in the course of your flying.
A minimum of one flight lab must be scheduled per semester week. Lab sessions are dependent upon –
Syllabus availability (Instructor and Student, and adherence to its content)
Aircraft availability (maintenance readiness)
Student preparedness (punctuality and completion of assignments)
Instructor availability (punctuality, and availability of required references and tools)
Acceptable weather (forecast weather is above minimums for conduct of Flight Lab)
Priority in scheduling aircraft is as follows:
FSDO/DPE Practical Tests
CFI Training, Standardization and Evaluation
Student Stage Checks
Students preparing for Practical Tests (within 5 hours of Practical Test)
Cross-country flights (dual instruction)
Local dual instruction flights
The Chief/Assistant Chief Flight Instructor may supersede this priority list when scheduling adjustment is deemed necessary for efficient utilization of the fleet, operational purposes (aircraft inspection scheduling, etc.), and to optimize and facilitate forward progress in the program for each student.
A DSU Flight Instructor must authorize requests for solo flights. FLIGHT CANCELLATIONS/NO SHOWS
Both Students and Flight Instructors must make every effort to adhere to the preplanned flight lab schedule. The only excuses considered valid are
Un-forecast deteriorating weather
Inability to reach the airport due to a problem with the Aviation Program van
Other legitimate emergencies as determined by the Flight Instructor or Chief or Assistant Chief Flight Instructor
A scheduled lesson that fails to materialize due to—
Lack of Student preparedness, tardiness or unexcused absence
Instructor no-show
—is cause for corrective action up to and including removal of that Instructor from Instructor status, or removal of that Student from the Flight Training program. A record will be kept of cancellations or no shows in the Student’s folder, as well as the Schedulepointe system.
Any other reason for not being able to meet the schedule must be discussed with the assigned Flight Instructor as far in advance as possible but in all cases at least 24 hours in advance. The Flight Instructor will determine the validity of the reason for absence.
If a Student fails to check in with the assigned Instructor at least 30 minutes prior to the scheduled flight time, the lesson may be marked as a “No Show” shall be charged one hour ground time. That hour will be subtracted from the total amount of flying hours purchased by that student. In addition, “No Shows” may affect a student’s grade for the semester if they affect a student’s ability to show sufficient progress. All “No Shows” will be brought to the attention of the Chief Flight Instructor for appropriate action.
If a student feels that a “No Show” has been charged in error, the student should see the Chief Flight Instructor regarding appeal procedures. Likewise, all Flight Instructor “No Shows” should be brought to the attention of the Chief Flight Instructor by that student for reconciliation.
Unless an Incomplete Grade Contract has been accepted by the Program Manager, incomplete flight labs or academic courses must be finished by the sixth week of the following semester. If the student has not finished the required flight labs or academic courses and there are no extenuating circumstances, an “F” will be assigned and the remaining flight time will be forfeited.
The primary and final authority of assignments and scheduling is the Chief Flight Instructor. Equal distribution and scheduling of aircraft and other assets are priorities at DSU.
With all other factors being equal, the Chief Instructor employs the competency-based system of matching Instructor-to-Student-to-Aircraft—
Instructor assignments are based on professional advancement and accumulated certifications (CFI-A, CFI-AI, CFI-AIM, ATP, etc.)
Insurance stipulations and FAR requirements may override these qualifications (ex. time in type, etc.)
Cancellations due to weather, mechanical breakdown, illness, etc., are a part of this business. Therefore, a system of primary, secondary (first standby) and tertiary (second standby) schedules will be used on certain occasions to ensure maximum utilization of resources as well as continuity of the program curriculum.
Schedulepointe© is an on-line scheduling, dispatching, resource management, and cost control tool that assists management in exercising Operational Control of the Student Body, the Instructor Staff, and the Aircraft Fleet.
Pilots can access scheduling information on-line via —
https://www.schedulepointe.com [8]
Basic Aircraft data consists of tach and hobbs times, and squawks. Accurate and concise data entry by users is ESSENTIAL!
Minimum Student Pilot data required for system use is user home address, phone number, emergency contact, email address, medical date, and DOB.
Instructors are the Student’s point-of-contact concerning sign-on procedures and other pertinent questions.
OPERATIONAL CONTROL is that management function which tallies airframe usage, compiles pilot flight time, and dispatches flight activities. Schedulepointe is a central tool that facilitates that function.
FAR 91.3 – Responsibility and authority of the pilot in command
FAR 91.103 – Preflight action
All flights—solo or instructional—shall adhere to the regulatory requirements of pre-flight action. If at any time assistance is needed to facilitate, understand or complete pre-flight action, that person shall consult with another DSU instructor or, if otherwise unable, the Chief Flight Instructor.
ADDITIONAL RAMP AND FLIGHT RESTRICTIONS
A list of additional ramp and flight restrictions are located in APPENDIX M. These restrictions are partly mandated by FAR 141, the Program Manager, and Chief Flight Instructor. It is the student’s responsibility to understand and comply with these restrictions. DISPATCH
Each flight shall be dispatched using the Schedulepointe© system. The Syllabus Lesson Number and Cross-Country destination (>50NM 33N) shall be annotated in the “Comments” section when appropriate.
In accordance with FAR 91.103, the PIC must become familiar with all available information concerning that flight. Although not inclusive, the PIC is to verify and check:
Aircraft Log ANNUAL & 100 HOUR INSPECTION (§ 91.409)
VOR (§ 91.171)
ALTIMETER/STATIC SYSTEM CHECK (§ 91.411)
ELT (§ 91.207c)
TRANSPONDER (§ 91.413)
Aircraft Documents AIRWORTHINESS CERTIFICATE (§ 91.203)
REGISTRATION (§ 91.203)
OPERATING LIMITATIONS/FLIGHT MANUAL (§ 91.9)
WEIGHT & BALANCE DATA SHEET (§ 25.1583—The weight and center of gravity limitations must be furnished in the Airplane Flight Manual or in a separate weight and balance control and loading document that is incorporated by reference in the Airplane Flight Manual)
Checklist Usage Checklist usage is MANDATORY in all DSU aircraft. All students must understand that checklists are important tools used by the proficient, professional pilot to assure consistent operational performance. The more you standardize your procedures via checklists, the greater the opportunity you have to—
complete required procedures
contain emergencies
improve your overall skills
Any inconsistencies and/or errors noted on any checklist shall be brought to the attention of the Chief or Assistant Chief Instructor.
All aircraft inspections must be current and in compliant with following requirements
No cross-country flight will be dispatched if the aircraft has less than 10 hours left to the 100 hour inspection.
No aircraft may fly beyond the 100 hour or the annual inspection date.
No open discrepancies are permitted.
Only a Certified Aircraft Mechanic may “clear” a discrepancy and return an aircraft to service (RTS).
In all cases, the applicable FARs, including 91.213(d), must be complied with. All pilots are reminded of their pre-flight responsibilities under FAR 91.103. The student must review all discrepancies and bring any open discrepancies to the attention of the Flight Instructor, Chief Flight Instructor, or Chief of Maintenance.
An AVCARD may be issued to the student if fuel may need to be purchased off-site. This card will be signed out when dispatch occurs and returned, with the fuel receipts, at the end of each flight. This card will only allow purchase of fuel.
It is the PIC’s responsibility to personally verify the AIRWORTHINESS COMPLIANCE and MAINTENANCE STATUS of an aircraft prior to flying by determining:
Current tach time
Remaining time to next 100 hour inspection
The aircraft’s inoperative components
Pilots shall use the aircraft Minimum Equipment List or the conditions pursuant to FAR 91.213 to determine the aircraft airworthiness based on inoperative instruments or equipment.
The times displayed in the Schedulepointe© system are only aids in managing and projecting aircraft use and should not be used to determine compliance. Although these times are typically reconciled daily by the Chief of Maintenance, pilots are cautioned that Schedulepointe © times may not be conclusive.
The following weather restrictions apply to the operation of all DSU airplanes:
Day/Dual/VFR
(ft AGL)
Day/Solo/VFR
Pattern (uncontrolled):
Pattern (controlled):
Private Pilot or better:
Night/Dual/VFR
IMC/IFR flights by DSU Students (solo or dual) are authorized only by current (FAR 61.57) qualified and (certificated) capable (personal minimums) pilots
All IMC/IFR flights will leave a complete dispatch report (WX, W&B, flight log, departure fuel, destination, alternate, phone contact) on the Chief Instructor’s desk
In accordance with FAR 91.167 and FAR 91.169, pilots are reminded that IFR go/no-go decisions are made by fuel planning from departure to destination plus approach and to an alternate airport plus approach having compliance with minimum WX of 600/2 or 800/2 and then ensuring 45 minutes fuel reserve at normal cruise upon arrival at the selected alternate airport!
Pilots shall adhere to FAR 91.175 for all Takeoffs and landings under IFR
WIND RESTRICTION
Max surface wind including gusts 25 knots.
Piper Warrior and Arrow:
Max surface wind including gusts 30 knots.
Piper Seneca:
Max surface wind including gusts 35 knots.
Crosswind: All aircraft restricted to the maximum demonstrated crosswind component as published in the appropriate aircraft flight manual or POH.
All student pilots must have appropriate wind restrictions entered in their logbook and folder. The maximum entry for surface winds is 20 knots and the maximum crosswind component is 10 knots. Maximum gust allowed is 10 knots.
Private or better:
Surface winds 20 knots or logbook entry for higher up to the maximum listed above for dual flights in the aircraft. Crosswind component: 10 knots or logbook endorsement for higher up to the maximum demonstrated crosswind component for that aircraft. All wind endorsements greater the minimum require the approval of the Chief Flight Instructor.
Fuel restrictions (useable fuel)
Dual/VFR 60 minutes of reserve at all times.
Departures are not authorized with less than 1/2 tanks.
Dual/IFR 60 minutes or the IFR minimum whichever is greater of reserve at all times. Cross-country departures must carry the maximum fuel allowed by weight and balance calculations.
Solo One hour of reserve at all times. Local departures are not authorized with less than 1/2 tanks. Cross-country flights departing from Delaware Airpark must carry the maximum fuel allowed by weight and balance calculations.
Every flight will have the performance, MATGW and CG determined using the AFM and approved methods of calculation.
Safety of training flights utilizes the concept of performance before payload. This means the aircraft payload is restricted to a weight which will ensure—
Mission minimum fuel is on board
MATGW/CG limitations are not exceeded
The minimum required runway length and required obstacle clearance climb rate criteria—considering DENALT—is calculated and met (“TOLD”)
No Student Pilot may begin a solo flight unless an authorized DSU Flight Instructor present at the airport has dispatched the student.
FAR 141.79(b) – No student pilot may be authorized to start a solo practice flight form an airport until the flight has been approved by a certificated flight instructor….who is present at that airport.
No dispatches by telephone will be allowed. All students must be dispatched and receive a preflight briefing at the airport prior to departure.
The local flying area is within 50 NM of Delaware Airpark. As depicted below, there are three practice areas located within 25 miles of Delaware Airpark as depicted below.
The CENTER AREA is a triangle bounded by US 301 to the west, US 13 to the east and SR 6 between Smyrna and Millington to the south.
The WEST AREA is bounded on the north by SR 6, on the west by US 301, on the south by SR 300, and on the east by the northeast/southwest Penn Central Railroad.
The EAST AREA is bounded on the south by SR 6 east of Smyrna, on the west by US 13, on the east by the eastern shore of the Delaware River, and on the north by a line east from Odessa to the cooling towers on the eastern shore of the Delaware River.
When practicing in the local area, all pilots are expected to exercise traffic vigilance and to have a current sectional on board the aircraft with these practice areas clearly marked. For safety, considerations pilots are expected to remain within their assigned practice area whenever possible.
Pilots are expected to enter and depart Delaware Airpark in accordance with FARs and the FAA Airman’s Information Manual.
The preferred method of departure is a 45-degree angle to the upwind leg. No turns should be attempted below pattern altitude (900' MSL). When remaining in the traffic pattern and traffic permitting begin crosswind leg at 600' MSL (300' below pattern altitude). A straight-out departure is also acceptable, but less preferred. No downwind departures at uncontrolled airports (unless specifically required for safety due to terrain, weather, or other traffic) are approved.
The preferred method of arrival is a 45-degree entry to the downwind leg with entry to the downwind leg accomplished by midfield. The aircraft must be at pattern altitude at least 1/2 mile prior to reaching the downwind leg in order to allow time to see and avoid other traffic in the pattern.
These preferred methods of arrival and departure should be utilized whenever operating at other uncontrolled airports.
Comply with all ATC instructions at airports with an operating Control Tower.
Initial solo flights are routinely conducted at Delaware Airpark. Supervised solos prior to the solo Stage I Check may be conducted at other suitable airports when approved by the Chief or Assistant Chief Flight Instructor. Supervised solos will only be conducted when the supervising Instructor has visual contact with the solo student and access to an available transceiver.
DSU reimburses pilots only for fuel, oil and mechanical costs. The Chief Instructor, Program Manager Aviation Program, or Chief of Maintenance must approve all other expenses in advance. Any charges incurred due to situations such as adverse weather will be borne by the pilot.
Furthermore, the PIC must accept incidental traveling expenses as an overall part of the flight plan. Sufficient cash or personal charge cards should be carried on all cross-country flights to cover the cost of meals and overnight lodging should weather or mechanical problems prohibit a same day return. DSU does NOT pay for:
Tie Down Fees
The default position of DSU is that all landing and incidental fees are borne by the PIC. Pilots incurring the above fees that are not reconciled within 48 hours shall be grounded until resolution of debt.
With the exception of CFIs, all Private and Commercial DSU pilots shall fly DSU aircraft from the left seat.
While no FAR requires the PIC to be located in the left seat, FAR § 91.13 (Careless or reckless operation) prohibits any person from operating an aircraft in a careless or reckless manner so as to endanger the life or property of another. Additionally, operation of aircraft at non-standard duty locations (i.e., “never trained to act as pilot-in-command from the right seat”) may be construed as a violation of section § 91.13 during post action/incident/accident investigations.
Lastly, although no aircraft in our fleet has seat-dependent tasks (i.e., nose tiller only at the left seating position) Insurance Carrier guidelines specify that all solo flights shall be piloted by a qualified, current, and competent PIC that is occupying the left seat.
All Cross Country flights will be pursuant to the Objective stated and prescribed by the appropriate approved syllabus and shall proceed to destinations via routes that have been specifically pre-approved by the Chief, Assistant Chief, or Program Manager. Instructors will review the student’s submitted plan to ensure compliance with—
FAR syllabus requirements for route radius and leg-length — § 61.109 Aeronautical experience [Private Pilot Certificate], § 61.129 Aeronautical experience [Commercial Pilot Certificate]
weather overview (SIGMET/AIRMET)
fuel consumption (leg-length and required reserves)
Solo: airports will generally be public use with hard-surfaced runway of at least 3000 ft
Dual: public use airports with 2500 feet of runway
Copies of all flight planning data shall be filed at DSU Flight Operations
FBO/maintenance services available at destination at ETA
flight plan/locating requirements
contact phone numbers (cell phone)
clearance from the DC SFRA, and other SUA/restricted airspace
determination and acceptance of landing fees
Pilots are reminded to annotate their destination in the “comments” section of Schedulepointe
Landing Fees, tie-down fees and incidentals not related to maintenance are borne by the PIC. Major field FBOs typically have landing fees ranging from $5 to $250. Simple phone inquiries to the FBO prior to departure will avoid most problems, misunderstandings and embarrassments.
All RON flights must be approved by the Chief/Assistant Chief Instructor prior to departing and the absence of that aircraft must not interfere with any scheduled training, maintenance, or program continuity.
“Cross-country time” means time acquired and accrued for the purpose of meeting the aeronautical experience requirements of a private or commercial pilot certificate, or an instrument rating. Cross Country is that time acquired during a flight that includes a point of landing that is at least a straight-line distance of more than 50 nautical miles from the original point of departure. (FAR 61.1 b3)
Central to the DSU Flight Locating and recall procedures, during aircraft reservation, every Cross Country flight will have each layover point listed and final destination inserted into the “comments” section of the Schedulepointe system (i.e., “BOS via HPN then direct … RON BOS”)
With the exception of ATC or weather re-routes, no cross country flight will deviate from the flight plan submitted and entered into the Schedulepointe© dispatch system at departure.
Should any unforeseen event occur during the flight that requires significant deviation or landing at an alternate airfield, the PIC will Contact the Chief Instructor, Assistant Chief or Dispatcher immediately after first point of landing.
Upon return to Delaware Airpark, the pilot will secure the aircraft and log the aircraft in on the Schedulepointe© system. Also, return the ‘can’ along with the aircraft keys to the dispatch area if the airplane has no discrepancies and return the AVCARD and any fuel receipts after a cross-country flight. If there are discrepancies, the student is required to note them in the discrepancy log with as much detail as possible and bring the discrepancy to the attention of a mechanic or Chief Instructor, so that the discrepancy may be entered into the Schedulepointe© system. Continued serviceability will be determined by the Chief of Maintenance, or in his absence, the Chief Flight Instructor.
Pilots are expected to keep the aircraft and ramp area (“tarmac”) clean and free of debris. Anything brought into an aircraft will be removed at the end of the flight. Eating or drinking is prohibited in our training aircraft. Pick up trash and foreign material on the ramp and place it in a trash container. Foreign Object Damage (FOD) can occur to aircraft and personnel if trash is left on the ramp or in the aircraft.
Refueling at the end of the flight is required when the fuel quantity is noted as following:
Tomahawk — more than 2 hours used
Warrior — below the tabs
Arrow — as determined by the Instructor
Seneca — as determined by the Instructor
When in doubt — refuel
Pre-solo students may refuel the aircraft only under the supervision of the flight instructor. All aircraft will have the wheels chocked, and be grounded to the pump prior to fueling. A receipt for all fuel sales will be placed in the aircraft ‘can’ after refueling. All flights must be planned in such a manner that the airplane is refueled and on the ramp by the scheduled time, so that the next scheduled flight will not be delayed.
The pilot must properly secure the aircraft at the end of each flight. This includes tie down with proper knots, cowl plugs, controls locked, pitot-cover, and doors locked. All aircraft will be parked at the end of each flight in a tie down spot on the ramp. If all such spots are full, an aircraft may be left in front of the terminal with all wheels chocked overnight.
At the end of every flight (both dual and solo) the Flight Instructor will review the maneuvers performed and assign material to be covered in preparation for the next flight. At this time, entries (checkmarks if solo, or grades if dual) into the appropriate training folder and logbook will be made.
CLOSING OUT SCHEDULEPOINTE ©
The Flight Instructor will close out each flight in using the Schedulepointe© system promptly following the post-flight briefing when dual instruction is given. The PIC will close out the flight using Schedulepointe © for all other non-dual flights.
CONTINGENCY AND EMERGENCY MANAGEMENT PROCEDURES
In case of an aircraft fire, either on the ground or in-flight, comply with the procedures in the appropriate emergency checklist. Most DSU aircraft include a small fire extinguisher installed in the cockpit. It is available for use in a fire emergency. However, be aware that the fire retardant in the extinguisher may be toxic and could create the inability to see outside the aircraft. After using an extinguisher in the cabin and after the fire is extinguished, be certain to open the cabin vents to allow the retardant to be vented outside.
The most likely cause of a fire on the ground is over-priming during engine start, especially during cold temperatures. Temperatures below 20° F require the use of pre-heat or temporary indoor storage. Be extremely careful when the airplane’s engine is hot from a previous flight. The hot start checklist must be followed or a flooded engine may result. Use of the fuel pump is not recommended in a hot or flooded start.
If an engine fire does occur while attempting to start, follow the manufacturer’s checklist.
Generally, most checklists will instruct you to continue cranking the engine in an attempt to draw the flames into the engine. Usually, you should abandon this attempt if unsuccessful after 30 seconds, or if the fire appears to be growing. Never jeopardize your own safety in an attempt to save the aircraft. If unsuccessful in extinguishing the flames through engine cranking and the fire is still small, use the fire extinguisher provided with the aircraft to put out the fire. Never attempt a restart after a fire until maintenance personnel have checked the aircraft for the cause and corrected any damage.
Every flight departing the local flying area (greater than 50 NM radius of 33N) shall have an entry into Schedulepointe© “comments” section listing the layover points and final destination.
All night flights—dual or solo—that depart the 33N traffic pattern require a flight plan. In addition, pilots are expected to pay particular attention to NOTAMS for runway lights INOP, bird advisories, noise abatement procedures, etc. Upon termination of flight, be certain to close the operation on Schedulepointe, as this system is routinely monitored by the Chief Instructor and other campus administrators. If your ATA is more than one hour beyond that originally estimated, the assigned Flight Instructor shall be contacted to report a safe arrival.
If any discrepancies are noted enroute by a student, DSU Flight Operations MUST be contacted prior to departure. DSU aircraft will not fly with a known discrepancy unless approved by the Chief Flight Instructor or a DSU Instructor assigned to dispatch duty. In all cases, the applicable FARs must be followed. Only a Certified Aircraft Mechanic (A&P) or a DSU Flight Instructor has the authority to clear a discrepancy, never a student acting independently.
An overdue aircraft is any flight that does not have established communications and has not arrived by the filed or implied estimated time of arrival (ETA) plus thirty (30) minutes. Should a flight be deemed overdue and a thorough search of the ramp area been conducted, the following steps should be taken:
If possible listen to the CTAF to determine if the flight is in the pattern
Attempt contact through the CTAF frequency
Contact the last known or scheduled facility via landline
Contact the tower facility (if a controlled airfield) to determine if the flight departed
Contact Dover ARTCC via landline to determine if the flight is in the local area
Contact the Chief or Assistant Chief Flight Instructor
If the location of the flight cannot be determined within one hour (1) after the filed or implied ETA, contact the local FSS to initiate SAR procedures.
The time immediately following an accident or incident is extremely stressful for the pilot. The pilot’s first priority must be to ensure his or her own safety and that of those in the vicinity of the aircraft. If the emergency was properly reported to an ATC or FSS facility, you may be sure that emergency equipment and personnel has been dispatched.
Pilots are cautioned about initially discussing the incident or accident to anyone but DSU personnel—particularly the media. Professional Fire-rescue or Police will never immediately question those involved in an accident, but the media have no such reservations. Anything said during moments of trauma or angst can—and may—be used by the FAA in determining the causative factor or culpability.
The only official remarks to be made to the news media during post incident/accident will be made through the President’s Office via the Campus Director of Communications.
As soon as possible, all passengers on board the aircraft, including the Pilot and Flight Instructor must provide a written statement to the Chief Flight Instructor or other DSU personnel. A copy of this statement will be forwarded immediately to the Program Manager, Aviation Program. The Program Manager will submit a copy to the Dean, School of Management, and Vice President for Academic Affairs. These statements will subsequently be forwarded to FAA, NTSB, or other Governmental Agencies, upon request.
In the event of any maintenance abnormality, contingency, deviation from original flight plan or emergency, DSU Flight Operations must be contacted prior to resuming the flight.
The following is the list of contacts and telephone numbers to call, in priority sequence:
DSU 33N Flight Operations: (302) 730-5075
Chief Flight Instructor: Phil DeRosier ----------------------------------- Cell (443) 804-7665
Associate Director: Hans Reigle------------------------------------------- Cell (302) 331-1122
Chief of Maintenance: Harlan Durham---------------------------------- Cell (302) 242-7745
Program Manager, Aviation Program: Steve Speed--------------- Campus (302) 857-6710
If a maintenance grounding situation is encountered and unable to contact anyone at DSU, the student will remain in place and secure the aircraft. The student should prepare to remain until DSU flight operations can be contacted. Continue attempting contact with any of the above numbers.
Only the organized, systematic, consistent pilot successfully manages emergencies. Success with in-flight emergencies begins at the preflight planning and briefing stage. Adherence to prescribed and established procedures increases the chance of a successful outcome.
Prior to the practice of any emergency maneuver, it is wise to accomplish the descent checklist. This ensures maximum readiness from the pilot and configures the aircraft for maximum performance.
During any emergency, the pilot’s first responsibility is to FLY THE AIRPLANE. Adherence to this initial Vital Action will allow the aircraft to attain maximum design performance, while allowing the pilot to remain in parameters of proficient flight.
Source URL: http://www.desu.edu/business/flight-operations-manual
Links:[1] https://www.flightschoolcandidates.gov
[2] mailto:AFSP.help@dhs.gov
[3] http://www.aopa.org/tsa_rule/
[4] http://download.tsa.dhs.gov/fssa/training/
[5] http://www.faa.gov/pilots/amelocator/
[6] http://www.aopa.org/members/databases/medical/druglist.cfm
[7] http://asrs.arc.nasa.gov/
[8] https://www.schedulepointe.com