WMU Flight Manual

Flight Operations Manual
Western Michigan University

College of Aviation
Battle Creek, Michigan
01/03/2008
College of Aviation
Policy Statement on Safety
“Aviation in itself is not inherently dangerous. But to a degree even greater than the sea,
it is terribly unforgiving of any carelessness, incapacity or neglect.”
Captain A. G. Lamplugh,
British Aviation Insurance Group, London.
Circa early 1930’s
Sailors have traversed the world’s seas for many more years than airmen have flown
above them. Yet, every year, sailors, young and old, are lost to those seas. And, so it is
with those who fly. The art of the airman, like the art of the sailor, is employed in an
unforgiving environment fully deserving of the utmost respect.
We at the College of Aviation have a charter to educate young people, to prepare them
for a career in that environment. In so doing, we accept a level of risk that equipment
may be damaged or personnel injured. In the recognition, measurement and management
of that risk, we not only address the hazards that affect our operation directly, but we also
set the tone for the safety culture of the college. By extension, we address the individual
pilot’s approach to flying and their personal safety focus. From the SOP’s that are
established to the manner in which we comply with those SOP’s, we all have a hand in
reinforcing (or minimizing) the importance to our students of managing the inherent risk.
Actions truly do speak louder than words. The student who observes his instructor
selectively complying with SOP’s will surely become the graduate with the same
approach to procedures. Procedures are put into place by institutions in order to manage
risk by legislating away the riskier options. Compliance with those procedures by the
more experienced instructor, all the time, every time, will set the example for the student
not only during his/her training, but also imbed the practice of compliance for the future.
In the broader sense, the establishment and maintenance of a healthy culture of safety in
the college is the responsibility of everyone employed by or educated at the college. A
healthy safety culture is, fundamentally, a matter of situational awareness on an
institutional as well as individual level. It is the acknowledgement that an act may have
unintended and adverse consequences followed by appropriate actions to mitigate that
risk to an acceptable level.
At the College of Aviation, safety is at the core of what we do. Our focus on safety is by
no means a theoretical exercise; it is a very pragmatic one. Without a safe operation we
will quickly cease to be able to operate. It is that simple and that important.
Safety is at the core of what we do.
Captain Dave Powell
Interim Dean
RECORD OF CHANGES
Date Change Page(s) Action
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Issuance
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02-02-96 Change 2 viii, 12, 13 Replace
08-26-96 Change 3 ix, 1-1, 1-2, 91-7, 91-15, 91-16, 91-19, 15, 16, 17, 19, Replace
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23A, 23B Add
01-07-97 Change 4 iii, viii, ix, 1-2 Replace
21A, 26, 27, 28, 29, 30 Add
08-31-97 Change 5 iii through viii, 61-4, 61-5, 71-1, 91-1, 91-3, 91-4, Replace
91-6 through 91-15, 91-19, 830-1 Replace
830-2 Add
1,12,15,16,17, 18 Replace
18A Add
19, 20, 21A Replace
09-24-97 Change 6 91-11 Replace
01-05-00 Change 7 All Replace
RECORD OF CHANGES Cont.
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TABLE OF CONTENTS
WMU Part 1 – Definitions & Abbreviations
WMU 1.1 General Abbreviations ........................................ 1-1
WMU Part 61 – General Information

WMU61.1 Applicability ......................................................... 61-1
WMU61.5 Flight Information File System .......................... 61-1
A. Responsibility for Use of System
B. Purpose of System
C. Contents of System
D. Use of System.
WMU61.9 Professional Code of Conduct ............................ 61-1
WMU61.13 Alcohol, Drug, and Smoking Policy ................... 61-2
A. Substance Abuse and Alcohol Misuse Policy
B. Impairment Policy
C. Smoking Policy
WMU61.17 College of Aviation Safety Committee ............... 61-2
A. Makeup of Committee
B. Responsibilities of Committee
C. Reporting Safety Concerns
D. Scope of Reporting Forms
WMU61.21 Flight Course Transfer/Previous Experience Credit 61-3
A. Basis of Credit
B. Credit From Accredited College or University
C. Evaluation of Previous Experience
D. Future Credit
E. Minimum Required Lessons
F. Minimum Course Enrollment
WMU61.25 Ground Course Transfer/Previous Experience Credit 61-4
A. Basis of Credit
B. College Transfer Credit
C. Credit By Exam Guidelines
D. Credit By Exam Limitations
WMU61.29 Flight/Ground Course Registration ................... 61-4
A. Application Process
B. Selection and Enrollment Process
WMU61.33 Flight Fee Policy................................................... 61-5
CHANGE 12 i 01-03-2008
A. Flight Fee Assessment and Charges
B. Flight Account Balances
C. Maintaining a Positive Balance
D. Transferring Fees Back to University Accounts
E. Change of Flight Fees
F. Fuel Surcharges
G. Administrative Fees
H. Use of Flight Fees
I. Refund of Flight Fees
WMU61.37 Flight/Ground Course Attendance Policies....... 61-6
A. Ground Course Attendance
B. Flight Course Attendance
C. Approval for Planned Absences
D. Additional Information
WMU61.41 Flight/Ground Course Completion Policy......... 61-7
A. Issue of Grades
B. Issue of Incomplete Grades
C. Removal of Incomplete Grades
WMU61.43 Flight Course Abandonment .............................. 61-7
A. Flight Course Completion Expectations
B. Closing Training Records Due to Lack of Activity
WMU61.45 Training Lesson Preparation.............................. 61-7
A. Preparation Prior to Lesson
B. Weather Briefings
C. Solo/Team-Ride Lesson Preparation
WMU61.49 Piloting University Aircraft ................................ 61-8
A. Who May Fly University Aircraft
B. Exceptions For Special Circumstances
WMU61.53 Passengers and Team Riding Operations.......... 61-8
A. Students or Guests Observing Dual Flights
B. Team Rider Restrictions
C. Designated Solo Flight Lessons
WMU61.57 Pilot Training Records ........................................ 61-9
A. Maintaining Training Records
B. Verification of Lesson Content
C. Personal Pilot Logbook
D. ETA-Talon Passwords and PINs
E. Maintaining ETA-Talon Accounts
WMU61.59 Logging of Time ................................................... 61-10
A. Consistency in Logging Time
B. Logging of AATD and FTD Time
CHANGE 12 ii 01-03-2008
C. Logging of “DPIC” Flight Time
D. Common Mistakes in Logging Time
WMU61.63 Scheduling and Utilization of Resources ........... 61-11
A. General
B. Building the Schedule
C. Flying the Schedule
D. Priority of Resources
WMU61.69 Stage Check Policies and Procedures ................ 61-12
A. Scheduling of Stage and Prog Checks
B. Performance on Stage and Prog Checks
WMU Part 71 – Airports

WMU71.6 Restricted Airports, Runways, and Sod Fields . 71-1
A. Approved Sod Fields and Runways
B. Landing Surface Restrictions Non-Complex Aircraft
C. Landing Surface Restrictions Complex Aircraft
D. Greater Runway Lengths Required
E. Off Limit Airports
F. Restrictions Of Use – Training & Non-Training Flights
WMU71.11 Approved Training Airports .............................. 71-2
A. Table of Airports
B. Approved Airport List Discrepancies
WMU71.16 Kalamazoo TRSA Operations ............................ 71-6
WMU Part 91 – Flight Operation Procedures

WMU91.6 Careless and Reckless Operations...................... 91-1
A. Termination of Unsafe Acts
B. Regulation Adherence
C. Violation of Regulations
WMU91.11 Responsibility of Pilot in Command .................. 91-1
WMU91.13 Safety of Flight – Personal Minimums .............. 91-1
A. Pilot Expectation To Understand Personal Minimums
B. Personal Evaluation & Reviewing Personal Minimums
C. Personal Minimums Resources
WMU91.15 Safety of Flight –Video Taping in Flight ........... 91-2
WMU91.17 Operations During Medical Deficiency or Fatigue 91-2
A. Required Rest Period
CHANGE 12 iii 01-03-2008

B. Rest, Illness, or Emotional Duress
C. Physiological/Psychological Concerns
D. Influence of Drug and Alcohol
E. Reporting of Illness
F. Nutrition
G. Stress and Mental Pressure
WMU91.21 Facility Security and Safety ................................ 91-3
A. Display of COA Identification Card
B. Visitor Registration
C. Blocking Open Doors
D. Operation of Hangar Doors
E. Safety of Hangar Doors
WMU91.26 Pedestrian Ramp Safety ...................................... 91-3
A. Awareness of Ramp Hazards
B. Avoidance of Distractions
C. Cell/Mobile Phone Usage
D. Lightning and Ramp Safety
WMU91.31 Aircraft/FTD Utilization and Cancellation Procedures 91-4
A. Reservation of Aircraft/FTDs
B. Cancellations
C. Planned Absences
D. Aircraft Priority
E. Charges and Penalties
WMU91.36 Supervision of Training Flights.......................... 91-5
A. Supervision of All Flights
B. Solo Training Supervision
C. After Hours Supervision
WMU91.41 Aircraft/FTD Dispatching................................... 91-6
A. Requirement of Dispatching
B. Requirement of DI to Authorize Solo and Non-Dual Flights
C. Authorization of Flight
D. Presentation of Documentations
E. Positive Identification
F. Computer Dispatch
G. Aircraft/FTD Clipboard and Key
H. Clipboard Procedures
I. Receiving of Flights
J. ETA-Talon Activity Completion
K. Aircraft/FTD Key Security
WMU91.43 Effective Dispatching of Aircraft ....................... 91.7
A. Computerized Dispatching
CHANGE 12 iv 01-03-2008
B. Accommodations For Make & Model of Aircraft
C. Special Dispatching Requests
WMU91.51 Company Radio Frequencies.............................. 91-7
A. Radio Frequencies and Dispatch Uses
B. Position Reporting
C. Prohibited Uses of Frequencies
D. Other Users of Frequencies
WMU91.56 After Hours and Overnight Flight Operations . 91-8
A. Definition of After Hours Operations
B. After Hours Procedure - Approval
C. After Hours Procedure - Preflight
D. After Hours Procedure – Postflight
E. Requirement of Rest
F. Prohibited Operations
WMU91.61 Day Weather Minimums & Restrictions - VFR 91-9
A. Basic VFR Weather Minimums
B. Non-Dual Flight Minimums
C. Instructor Authorization
WMU91.66 Night Weather Minimums - VFR....................... 91-10
A. Flights in Airport Traffic Pattern
B. Flights in Practice Areas
C. Flights Beyond Practice Areas
WMU91.71 Special VFR Procedures...................................... 91-10
A. Required Permission
B. Reporting of Event Without Permission
WMU91.75 IFR Flight – General ........................................... 91-11
WMU91.76 Weather Minimums - IFR................................... 91-11
A. General IFR Weather Minimums
B. Reduced Minimums
C. Deterioration of Weather Conditions
D. University Transportation Flights
E. Approval For IMC Operations
WMU91.81 Restrictions to Flight – IFR ................................ 91-12
A. Prohibited Maneuvers in Cloud
B. Prohibited Maneuvers in Less Than VFR
C. Multi-Engine Power Loss Restrictions
WMU91.91 Additional Night Flight Restrictions.................. 91-12
A. BTL & AZO Traffic Patterns
B. Prohibited Operations
C. Multi Engine Prohibited Maneuvers
D. Multi Engine Restrictions
CHANGE 12 v 01-03-2008
WMU91.96 Cold Weather Aircraft Operating Restrictions 91-13
A. Minimum Operating Temperature
B. Minimum Operating Wind Chill
C. Winter Flying Operation Concerns
WMU91.101 Propeller Safety During Cold Weather Preflight 91-13
A. Restriction of Loosening the Oil
B. Care of Moving the Propeller
WMU91.106 Flight in Icing Conditions ................................... 91-13
A. Flight Into Known Icing
B. Flight in Forecast Freezing Rain or Freezing Drizzle
C. Icing Encounter Actions
D. Seneca Operations in Icing
E. Reporting of Icing Encounters
F. Reporting of Negative Icing
WMU91.111 Flight in Thunderstorms, Heavy Precipitation Windshear and
Microburst............................................................ 91-14
A. Pilot Considerations
B. Takeoff Approaches and Landings
C. Prohibition of Flight Into Known Windshear or Microburst
WMU91.116 Appearance and Clothing ................................... 91-14
A. Pilot Appearance
B. Requirements for Training Flights
C. Requirements for Personal Use Flights
D. Dress for Cold Weather Conditions
WMU91.121 Flight Plan Information ...................................... 91-15
A. Flight Plan Requirements – Solo or PIC
B. Flight Plan Requirements – Dual Flights
C. Round Robin Flight Plans
B. After Hours Flights
WMU91.126 Aircraft Preflight Action..................................... 91-15
A. Line Inspection
B. Straining Fuel – GATS Jar Usage
C. Time to Maintenance Inspection
D. Aircraft Condition Report
E. Confirming Time to Inspections in the Aircraft Condition
Report
F. Reporting of Discrepancies
G. Securing Items in the Cockpit
WMU91.131 Aircraft Airworthiness & Maintenance Inspections 91-16
A. General
B. Reviewing the Aircraft Tin
CHANGE 12 vi 01-03-2008
C. Determination of Aircraft Airworthiness
D. Other Airworthiness Concerns
E. Oil Changes
WMU91.136 Aircraft Manuals, Documents, Equipment and Supplies 91-17
A. Aircraft Documents
B. Aircraft Maintenance Records
C. Aircraft Equipment and Supplies
D. Replacement of Equipment and Supplies
E. Changing Avionics Settings
WMU91.141 Aircraft Interior Condition................................. 91-18
A. Eating and Drinking in Aircraft
B. Cleanliness of Interior
WMU91.146 Aircraft Fuel Quantity Requirements ............... 91-18
A. Fuel Reserves
B. Cross Country Flight Fuel Loading
WMU91.151 Aircraft Fueling Procedures at BTL ................. 91-18
A. Notification Card System
B. Cessna 172 Skyhawk Fueling
C. SR20 and SR22 Fueling
D. Piper PA-28R Arrow Fueling
E. Piper PA44 Seminole and PA34 Seneca Fueling
F. No Services Required
G. Usage of Notification Cards
WMU91.156 Aircraft Fueling Procedures Away From BTL. 91-19
A. Fuel Credit Cards
B. Tax Exempt Fuel Purchase
C. Scope of Fuel Credit Card Charges
D. Post Flight Card Return
WMU91.161 Aircraft Oil Quantity Requirements.................. 91-20
A. Preflight Quantity Check
B. Overfilling and Partial Quarts
C. Minimum/Maximum Oil Levels
D. Oil Dipstick Tightening
WMU91.166 Aircraft Safety Equipment.................................. 91-21
A. Hearing Protection
B. Seat Belt Usage
C. Fire Extinguishers and First Aid/Survival Kits
D. CO Detectors
WMU91.168 In-Flight Guide..................................................... 91-21
A. Use of In-Flight Guide
B. Guidelines on Use of In-Flight Guide
CHANGE 12 vii 01-03-2008

WMU91.171 Checklists .............................................................. 91-22
A. Use of Checklists
B. Interrupted Checklists
WMU91.176 Hand Propping and Starting of Aircraft........... 91-22
A. Hand Starting or Propping
B. Aircraft Starting
C. Prohibition Against Starting in the Hangar
WMU91.181 Aircraft Ground Operations ............................... 91-22
A. Beacon/Anti-collision Light Usage
B. Enplaning/Deplaning with Engine Running
C. Prop Wake
D. Engine Taxi Power
E. Taxiing Speed – Congested Area
F. Taxiing Speed – Other Than Congested Area
G. Definition of Congested Area
H. Aircraft Ground Handling
WMU91.183 Aircraft Taxi Operations ..................................... 91-23
A. Use of Taxi Diagrams
B. BTL and AZO Taxi Diagrams
C. Availability of Taxi Diagrams
D. Checking Current NOTAMS
WMU91.186 Parking and Securing of Aircraft....................... 91-24
A. Termination of Flight Procedure
B. Checklist Usage
C. Securing of Aircraft on Cross Country Stops
D. Parking Aircraft at BTL
E. Aircraft Tie Down Straps and Ropes
WMU91.191 Aircraft and Flight Abnormalities ..................... 91-25
A. Abnormal Aircraft Conditions and Situations
B. Reporting of Abnormalities to the SOF
WMU91.193 Taxiway and Runway Excursions ...................... 91-26
A. Inadvertent Departures From Operating Surfaces
B. Pilot Actions Post Taxiway or Runway Excursion
WMU91.196 Pilot Actions After Exceeding Aircraft Limitations 91-26
WMU91.201 Reporting Aircraft Abnormalities at BTL and AZO 91-26
A. Responsibility of Reporting Abnormalities
B. Abnormality Reporting Procedure
C. Parking of Aircraft With Abnormalities
D. Documentation of Abnormalities
WMU91.206 Reporting Aircraft Abnormalities Away From BTL 91-27
A. Abnormality Reporting Procedure
CHANGE 12 viii 01-03-2008

B. Authorization of Repairs or Service
C. Responsibility of Expenses
WMU91.211 Coordinating Repair of Aircraft Abnormalities 91-28
WMU91.216 Unprogrammed Landings................................... 91-28
A. Takeoff Approval
B. Reporting of Unprogrammed Landing
C. Flight Plan Updating
WMU91.221 Use of Western Aircraft Call Signs .................... 91-28
A. Letter of Agreement
B. Conditions of Call Sign Use
C. Mandatory Call Sign Use
D. Call Sign Prohibition on Flight Plans
E. Call Sign Prefixes (BTL Operations Only)
F. Use of N-number and Call Sign Together
WMU91.226 Runway Incursions and Assignments ................ 91-29
A. Vigilance During Ground Operations
B. Hold Short Instructions
C. Clearing the Runway After Landing
D. ATC Runway Assignments
WMU91.231 Minimum Safe Altitudes ..................................... 91-29
A. Unwarranted Low Flying
B. Minimum Altitudes For “Airwork” Maneuvers
C. Absolute Minimum Altitude
D. Practice Force Landings and Emergency Procedures
WMU91.236 Noise Abatement Procedures.............................. 91-30
A. General Noise Abatement Practices
B. City of Dowling Restriction
C. Noise Abatement at Kalamazoo Airport
WMU91.241 Practice Areas ...................................................... 91-31
A. Disorientation While in Practice Areas
B. Boundaries of Practice Areas
C. Practice Area Diagram
D. Arrival and Departure Procedures (BTL Operations)
WMU91.243 IFR Departures to “VFR On Top” .................... 91-31
A. Purpose of “VFR On Top” Practice Areas
B. Coordination With Dispatch
C. Description of Practice Areas
D. Filing IFR Flight Plans
E. Example of Flight Plan
F. Canceling IFR
G. Returning IFR Clearance
CHANGE 12 ix 01-03-2008
H. Avoidance of Specific Practice Areas
I. Lost Communication Recommendations
WMU91.246 Cross Country Flight........................................... 91-33
A. Training Flights Preparation Requirements
B. Additional Tasks for Cross Country Flights
C. Solo Cross Country Lessons
D. Solo Student Pilot Logbook Signing
E. Solo Student Pilot Cross Country at Night
F. Solo Student Pilot Cross Country Authorization
G. Solo/Team-Ride Night Cross Country Destinations
H. AVS 4990 Night Cross Country Destinations
WMU91.251 Runway Intersection Departures ....................... 91-35
A. Single Engine Aircraft Limitations
B. Multi Engine Aircraft Limitations
WMU91.253 Stabilized Approach ............................................ 91.35
A. Flying a Stabilized Approach
B. Stabilized Approach Requirements for Landing
C. Lack of a Stabilized Approach
WMU91.256 Touch and Go Limitations .................................. 91-35
A. Pilot’s Responsibility
B. Initial Student Pilot Solos
C. Solo Student Pilot Limitations
D. Non-Complex Aircraft Limitations
E. Complex Aircraft Limitations
F. Complex Aircraft Concerns
WMU91.261 Stop and Go Limitations ..................................... 91-36
A. Single Engine Aircraft Limitations
B. Multi Engine Aircraft Limitations
C. Pilot’s Responsibility
WMU91.266 Complex Aircraft Operations............................. 91-36
A. Landing Gear System Malfunction
B. Inadvertent Landing Gear Retraction
WMU91.269 Braking and Tire Protection............................... 91-37
A. Tire Protection – Braking & Taxiing Considerations
B. Postflight Inspection
WMU91.271 Intentional Spins & Aerobatic Flight ................ 91-38
A. Aerobatic Maneuver Prohibition
B. Spin Instruction Guidelines
C. Minimum Spin Recovery Altitude
WMU91.276 Prohibited Solo/Team Ride Maneuvers............. 91-38
A. Prohibited Maneuvers
CHANGE 12 x 01-03-2008
B. Reporting of Performance of Prohibited Maneuvers
WMU91.281 Formation Flying ................................................. 91-38
WMU91.286 Right Seat Flying.................................................. 91-38
A. Dual Flight Authorization
B. Solo and Team Ride Flight Authorization
C. Team Rider Minimum Credentials
D. Team Ride Authorization
WMU91.291 Intentional Over-flight Restrictions................... 91-39
A. Restriction Guidelines
B. Restricted Areas
WMU91.296 GPS Utilization..................................................... 91-39
A. Default GPS Programming
B. Flight Instructor Discretionary Usage
C. Solo Student Knowledge Requirement
WMU91.301 Use of Aircraft External Lights .......................... 91-39
A. Beacon Usage
B. Strobe Light Usage
C. Taxi Lights During Ground Operations
D. Taxi and Landing Lights for Takeoff Operations
E. Operation Lights On
F. Position Light Usage
WMU91.306 Cessna 172R Engine Loss of Power Considerations 91-40
A. Engine Loss of Power Conditions
B. Probable Causes of Loss of Power
C. Power Loss During “Power-Off” Stalls
D. Power Restorations Procedures
E. Failure to Restore Engine Power
WMU91.311 Cirrus Training Resources .................................. 91-41
A. COA Training Resources
B. Web Resources
WMU91.313 Cirrus Engine Instrumentation .......................... 91-41
A. General
B. Cautionary Yellow Indications
C. Warning Red Indications
D. Excessive Fuel Flow Readings on Takeoffs
E. Report to Maintenance
WMU91.315 Cirrus Landing Profiles ....................................... 91-42
WMU91.317 Cirrus Door Issues................................................ 91-42
A. Caution During High Winds
B. Opening Procedures
WMU91.319 Piper PA34 Vacuum System Failures ................ 91-42
CHANGE 12 xi 01-03-2008
A. Vacuum Failure Procedure
B. Discontinuance of Flight
WMU91.321 Piper PA34 Single Engine Operations ............... 91-43
SUBPART A – SPECIAL ISSUES FOR BTL OPERATIONS
WMU91.326 Run-Ups at Battle Creek ..................................... 91-43

A. Run-ups at A1 and A2
B. Run-ups at the T’s
C. Twin engine run-ups
D. Extra vigilance during snow plowing operations
WMU91.331 Operations in Battle Creek Class D Airspace ... 91-43
A. BTL ATCT Considerations
B. Vigilance in the Traffic Pattern
C. Standard Traffic Pattern
D. Standard Departures
E. Vigilance During Practice NDB Approaches
F. Practicing Asymmetric Approaches
WMU91.336 Gate and Arrival Procedures.............................. 91-44
A. Letter of Understanding
B. Arrival Gate Concept
C. Arrival Gate Guidelines
D. Arrival Gate Procedure
E. Separation From Other Aircraft
F. Sunset to Sunrise Arrival Procedures
WMU 91.338 Reducing Traffic Conflicts at the Westgate ...... 91.47
A. General Concerns of Traffic at West Gate
B. Departing Kalamazoo for Battle Creek
C. Departing Battle Creek for Kalamazoo
WMU Part 830 – Accidents and Incidents

WMU830.6 Notification .......................................................... 830-1
WMU830.11 Accident/Incident Action Plan............................ 830-1
A. Accident/Incident Action Plan Responsibility
B. General Provisions
CHANGE 12 xii 01-03-2008

Appendix A
Appendix A Cirrus Airframe Parachute System
Section 1 – CAPS Parachute Employment............ A-1
Disclaimer ...................................................... A-1
The Pin ........................................................... A-1
The Pull .......................................................... A-1
The Landing ................................................... A-3
Appendix B
Appendix B Practice Area, Gate, and Airport Diagrams
Section 1 – Airport Diagrams ................................ B-1
W.K. Kellogg Regional Airport (KBTL)....... B-1
Kalamazoo/Battle Creek Intl. Airport (KAZO) B-2
Section 2 – Practice Areas ..................................... B-3
Practice Area Textual Descriptions ............... B-3
VFR Practice Areas........................................ B-3
VFR On Top Practice Areas .......................... B-4
Section 3 – Arrival Gates....................................... B-7
Arrival Gate Holding Pattern Diagram .......... B-7
Practice Area and Arrival Gates (BTL Airport) B-8
Practice Area (AZO Airport) ......................... B-9
Appendix C
Appendix C College of Aviation Policies and Documents
Section 1 – College of Aviation Policies............... C-1
A. Substance Abuse and Alcohol Misuse Policy C-1
B. Staff Currency Flying Regulations ................ C-12
C. Aircraft Rental Agreement............................. C-17
D. Staff Development Policy .............................. C-21
Section 2 – College of Aviation Documents ......... C-22

A. Winter Flying Operation Concerns................ C-22
B. Personal Minimums Checklist ....................... C-28
C. Cirrus’ Envelope of Safety............................. C-30
D. Cirrus Landing Profiles.................................. C-31
E. Compliance with FAR 141.93(a)(3) .............. C-35
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WMU
Part 1
Definitions &
Abbreviations
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WMU Part 1 – Definitions & Abbreviations
WMU1.1 General Abbreviations
AATD - Advanced Aviation Training Device

AC - Advisory Circular
AGL - Above Ground Level
AIM - Aeronautical Information Manual
AOA - Airport Operations Area
ASAP-As Soon As Possible
AVS - Aviation Sciences
ATC - Air Traffic Control
ATCT - Air Traffic Control Tower
ATIS- Automatic Terminal Information Service
AZO - Kalamazoo/Battle Creek International Airport
BTL - WK Kellogg/Battle Creek Airport
CAPS - Cirrus Airframe Parachute System

CASRS - Collegiate Aviation Safety Reporting System
CFI - Chief Flight Instructor
COA - College of Aviation
CRM - Crew Resource Management
DEAN - Dean of the College of Aviation

DME - Distance Measuring Equipment
DO - Director of Operations
DPIC - Duties of Pilot in Command
DSS - Director of Safety & Simulation
EFAS - En Route Flight Advisory Service

EFIS - Electronic Flight Information System
ELT - Emergency Locator Transmitter
ETA - Estimated Time of Arrival
ETA-Talon - Education & Training Administration
FAA - Federal Aviation Administration

FAR - Federal Aviation Regulations
FIF - Flight Information File
FRB - Flight Review Board
CHANGE 12 FOM 1-1 01-03-2008

FSS - Flight Service Station
FTD - Flight Training Device
GPA - Grade Point Average

GPS - Global Positioning Satellite system
IFR - Instrument Flight Rules

IMC - Instrument Meteorological Conditions
MCA - Minimum Controllable Airspeed

MPH - Miles Per Hour
NM - Nautical Mile
NOTAM - Notice to Airmen
PAPI - Precision Approach Path Indicator

PCL - Pilot Controlled Lighting
PF - Pilot Flying
PIC - Pilot in Command
PNF - Pilot Non-Flying
PQ Card - Pilot Qualification Card
RPM - Revolutions Per Minute

R/W - Runway
SM - Statue Mile
SOF - Supervisor of Flying
STC - Supplemental Type Certificate
TCO - Training Course Outline

TRSA - Terminal Radar Service Area
TXPDR - Transponder
USA - United States of America
VA - Veterans Administration
VA - Maneuvering Speed
VASI -Visual Approach Slope Indicator
VFE - Maximum Flap Extended Speed
VFR - Visual Flight Rules
CHANGE 12 FOM 1-2 01-03-2008

VLE - Maximum Landing Gear Extended Speed
VMC - Visual Meteorological Conditions
VNE - Never Exceed Speed
VNO - Maximum Structural Cruising Speed
VOR - Very High Frequency Omni Range
VSO - Stalling Speed in the Landing Configuration
VS1 - Stalling Speed in a Specified Configuration
VX - Best Angle of Climb Speed
VY - Best Rate of Climb Speed
WMU - Western Michigan University
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WMU
Part 61
General Information
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WMU PART 61 – Flight Student Information
WMU61.1 Applicability
The policies and procedures in this manual apply to all personnel involved in
the operation of University aircraft including all student training, maintenance
flights, proficiency flying, professional development, personal use, and flight
team activities. The term “shall” in this manual means compliance is
mandatory.
NOTE: All pilots and instructors will be held responsible for knowledge of and
strict compliance with the following policies and procedures. In addition
to University policies, pilots will be responsible for knowledge of and
compliance with applicable current Federal Aviation Administration
Regulations and safety practices as outlined in the Federal Aviation
Regulations and the Aeronautical Information Manual. The CFI must
approve any deviations from the procedures and policies of this manual.
WMU61.5 Flight Information File System

A. All pilots flying WMU aircraft and FTDs are responsible for checking Flight
Information Files (FIF) prior to each flight or training activity. Current FIF
notices are available through the ETA-Talon and address changes in
procedures, traffic rules, FARs, etc.
B. The purpose of this system is to make all pilots aware of notices, rules, and
procedure changes for WMU flight operations. The use of this system is
mandatory for all pilots flying WMU aircraft. Failure to comply with the
use of this system will result in the loss of flight privileges.
C. The system consists of files published on the College of Aviation web site
with notices of these changes disseminated through ETA-Talon.
D. Prior to all flights, pilots shall check that they are up to date with all FIFs.
This can be accomplished through the ETA-Talon program. Once a pilot
understands what that notice means, they should update that they have read
the FIF. If they do not understand the FIF, ask the SOF for clarification, and
then update their FIF files.
WMU61.9 Professional Code of Conduct

Western Michigan University is unequivocal in its requirement that employees
and students must act professionally in all their interactions with each other. In
this regard it is a violation of University policy to discriminate, intimidate,
harass, touch or otherwise create a "hostile environment," and those who do will
CHANGE 12 FOM 61-1 01-03-2008

be subject to appropriate disciplinary action. Flight Instruction poses special
problems because of the close proximity of seating and the added element of an
inherently hazardous environment. Should corrective actions become
necessary, in any context, because of an emerging situation, the burden of proof
of necessity lies with the individual taking the action. Situations may be
subsequently examined for appropriateness of action, with the guiding principle
being whether the corrective measures taken were those which a reasonable
person, similarly situated, would take in similar circumstances.
WMU61.13 Alcohol, Drugs, and Smoking Policy

A. Reference Appendix C of this manual to read the full text of Western
Michigan University’s College of Aviation “Mandatory Substance Abuse
and Alcohol Misuse Policy”.
B. Due to the nature and seriousness of operations it is essential that all
personnel be unimpaired at all times. Impairments can be drug and alcohol
induced or psychological (stress, trauma, etc.) in nature. Any individual
suspected of being drug or alcohol impaired will be confronted by an
instructor/ supervisor to ascertain the degree of impairment. If, in the
judgment of the instructor or supervisor it is determined that the suspect
individual is impaired, he/she will be asked to be tested and to leave the
premises. (Escorted if necessary.) If an individual is relieved of his/her
activities, he/she will be entitled to a meeting with the individual who
relieved him/her along with the DSS, to discuss the incident along with
further courses of action. This meeting will take place no sooner than 24
hours after the incident took place.
C. All persons shall observe NO SMOKING while at WMU’s aviation facility
and while in any WMU aircraft, either on the airport ground or in flight.
Smoking is permitted in the parking lot in designated areas with proper
disposal containers.
WMU61.17 College of Aviation Safety Committee

A. The College of Aviation maintains an Aviation Safety Committee. The
chairman of this committee is the DSS who is responsible for organizing and
conducting regular meetings. The rest of the committee is made up of
representatives from all areas of the COA and the BTL ATCT chief.
B. The College of Aviation Safety Committee is responsible for:
1. Reviewing safety related issues presented before the committee and
making recommendations for corrective actions;
2. Promoting safety education throughout the College;
3. Reviewing the findings of all aircraft accidents, incidents or unusual
CHANGE 12 FOM 61-2 01-03-2008

occurrences which have the potential to compromise safety;
4. Establish sub-committees as appropriate to represent the College of
Aviation in establishing safety practices, procedures and/or letters of
agreement with industry (MANG, ATC, Airport Authority, etc.); and
5. Reporting a summary of Committee activities to pertinent departmental
managers of the College of Aviation.
C. Pilots are expected to report any safety concerns they may have through the
use of the Collegiate Aviation Safety Reporting System (CASRS). The
CASRS reporting system is available on-line via a link from the College of
Aviation’s homepage located at http://www.wmich.edu/aviation. Use the
“Log in using Bronconet ID” link when accessing the site unless you are a
member of the safety committee.
D. CASRS reports should be filled out any time a situation arises that appears
to be unsafe within the College of Aviation’s operation. Reports may be
filed not only for situations in the air, but also for any situations that are
unsafe at the COA.
WMU61.21 Flight Course Transfer/Previous Experience Credit

A. University credit will not be granted on the basis of FAA certificates and
ratings. University credit will be granted upon successful completion of
AVS 2220, 3520, 3540, 3560, or 4970.
B. University credit may be granted based on flight courses completed at
another accredited college or university. Students must see a COA academic
advisor for details.
C. “Flight Credit” for previous flight experience will be granted by the CFI
based on an evaluation of the student’s logbook, training record, and/or an
evaluation of the student’s flight skills and knowledge. “Flight Credit”
granted in this manner will permit the student to “skip” selected lessons of
the AVS 2220, 3520, 3540, or 3560 course curriculum.
D. This evaluation shall be made when a student first starts flight at WMU.
After initial evaluation, all future flight and ground lessons shall be
accomplished at WMU.
E. Students starting flight who already hold an FAA certificate or rating are
required to complete a “Short Course” where they will be required to
complete required content and demonstrate proficiency to WMU standards.
F. A course of flight instruction must be taken to provide all instructional areas
unique to WMU COA programs. In any case, an individual must enroll and
complete at least one flight course at WMU to graduate from the
Professional Pilot Program.
CHANGE 12 FOM 61-3 01-03-2008

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

A. Students must fill out an application to be considered for flight/ground
courses with the COA. The application will be compiled according to the
dates they are received. It is the student’s responsibility to respond to any
correspondence sent to him regarding application status. An applicant’s
name may be dropped from the list if correspondence is returned because of
incorrect address or if the applicant fails to respond as requested.
CHANGE 12 FOM 61-4 01-03-2008

B. Application for flight/ground instruction must be submitted to the
scheduling coordinator at the COA by posted dates to receive consideration.
Students are selected and registered in accordance with the COA criteria.
This registration is handled administratively by COA personnel, and not the
normal student registration process. The student must be sure to pay the
added credit hours in accordance with WMU billing procedures when
notified of registration in a flight course. Flight and Administrative fees are
payable at the WMU Cashiering Office or COA Dispatch Office, along with
other fees, at the time of registration.
WMU61.33 Flight Fee Policy

A. Fees associated with a flight course are assessed to a student’s university
account when that student is enrolled in a flight course. Simultaneously, a
“deposit” is made to the student’s COA flight account. Charges to a flight
account are made each time the student completes a training activity or
authorizes other charges to the account. Payment of flight fees posted to a
student’s university account are due in accordance with university billing
procedures.
B. Students must maintain a positive balance in their flight account or they will
not be permitted to continue flying.
C. When COA flight account funds are exceeded, no training activity will be
allowed. The student shall estimate additional fees for course completion
and fill out a ‘Flight Course Fee Input Form’ available at the COA Dispatch
Office. This form must be completed and delivered to the COA Dispatch
Office before training activity may resume. The Dispatch Office will
invoice the student’s university account for the designated amount. Students
may make payment in either of two ways:
1. Pay at the WMU Cashiering Office, or
2. Pay at the COA Dispatch Office
D. Western Michigan University has the right to apply any balance in a
student’s COA flight account to any outstanding charges or debt of any type
that the student has incurred with WMU. Should WMU transfer funds from
the student’s flight account to pay charges and/or debt to another WMU
account, the lack of a remaining positive flight account balance may result in
the student being grounded until he/she has cleared the balance with WMU
and has put funds back in to his/her flight account.
E. Flight course fees and individual resource fees (aircraft, training devices,
instructor rates and fuel surcharges) are subject to change with notice. When
this happens, attempts will be made to make this abundantly clear to
students. This will be in the form of mailings, posted notices, ETA-Talon
CHANGE 12 FOM 61-5 01-03-2008

“Flight Information File” notices and/or log-in alerts.
F. Fuel Surcharges: Because of the volatility of fuel prices, hourly aircraft
rates are established with a lower than anticipated fuel cost. A fuel
surcharge is applied for the sole purpose being to account for the per gallon
cost of fuel over and above the baseline fuel cost included in the aircraft
rates. Fuel surcharge rates are calculated and adjusted with each bulk
shipment of fuel that is received. Current surcharge rates are posted in the
flight planning room.
G. Each of the flight courses has an administrative fee that is charged to the
student’s account to cover certain fixed costs of the flight program. If a
student drops or withdraws from the flight course during the normal
university drop period, this fee will be refunded 100%. Students who drop
or withdraw after this period will receive partial or no refund based on the
University Refund Policy.
H. To assure fair assessment of fees for flight training time in various types of
aircraft, AATD and FTDs, the initial fee paid for a course is considered an
estimated minimum deposit. This deposit is reduced for each hour of
aircraft, ground and training device time by the current rate for the aircraft,
fuel surcharge, instructor or training device. Thus, depending on the number
of hours used, there may be a positive balance remaining at the end of a
course, or additional fees may be assessed to allow completion. If a positive
balance exists after satisfactory course completion, it may be applied to other
courses, or it may be refunded.
I. Refund of Flight Fees are only issued when a positive balance exists in the
students account and the student requests such a refund. It is recommended
that a refund be requested only when:
1. A student completes a flight course, or
2. A student drops a flight course, or
3. A student terminates flight activity at Western Michigan University, or
4. A student has a positive balance of funds in excess of what is expected to
finish course commitments.
WMU61.37 Flight/Ground Course Attendance Policies

A. Ground school course (AVS 2210, 3510, 3530, 3550) attendance is
mandatory for all lessons by FAR 141 regulations. You are expected to
make every class period, if you miss a lesson you must make up the lesson
content with a flight instructor as approved by the ground course instructor.
All planned absences must be pre-approved in writing by the course
instructor.
B. Attendance of flight course instructional periods is mandatory throughout
CHANGE 12 FOM 61-6 01-03-2008

the semester. You will be assigned a pre-determined number of instructional
periods per week based on the flight course you are currently enrolled. These
may include slots on Saturday and Sunday in addition to during the week.
The student must keep their flight instructor informed weekly with their solo
lesson progress.
C. Written permission from a lead flight instructor must be obtained for any
planned absences regardless of reason.
D. See additional information concerning flight activity cancellations in
WMU91.31.
WMU61.41 Flight/Ground Course Completion Policy

A. Each course must follow an outline and syllabus for both dual and solo
instruction. Upon completion of the course and appropriate examinations, a
grade will be issued based upon individual course objectives. If objectives of
the course are met in less than the number of flight hours indicated in the
course syllabus, the student may continue training with the approval and
guidance of his instructor and availability of aircraft.
B. University policies expect a student to complete a course in the term that
they are enrolled. It is the expectation of the COA that students make every
attempt possible to complete the flight course they are enrolled in during the
term enrolled. Under extenuating circumstances beyond the control of the
student, and with the CFI approval, a grade of “Incomplete” may be issued
to allow the student additional time to complete the course requirements. In
accordance with University policy, incomplete grades will turn into an “E” if
course requirements are not complete within one year of the issuance of the
incomplete.
C. Students must request the removal of the incomplete grade in writing when
course completion requirements have been met. Forms for this purpose are
available at the COA flight planning room. The form must be completed
and submitted to the CFI.
WMU61.43 Flight Course Abandonment

A. It is expected that each students continues within a flight course until
completion of that flight course.
B. Unless arrangements have been made with the CFI or his/her assistant, if a
student does not have any activity within a flight course for a period of at
least six months, WMU has the right to close out that training record and
refund any unused flight fees to the student’s account.
WMU61.45 Training Lesson Preparation
CHANGE 12 FOM 61-7 01-03-2008

A. Students shall be prepared for all training periods prior to the schedule
period time. This includes completion of any assigned homework, and
understanding of the tasks to be completed on the lesson.
B. Prior to the start of all flight periods, the student shall obtain a thorough
weather briefing and give a detailed weather briefing to all crewmembers on
the flight. In the case of solo flight the weather briefing should be given to
the authorizing instructor.
C. All Solo/Team-Ride flight lessons must be discussed with a flight instructor
to brief what will be practiced on that flight. The solo/team-ride lesson must
also be debriefed with a flight instructor after the conclusion of the flight.
WMU61.49 Piloting University Aircraft

A. The following people are permitted to pilot university aircraft:
1. Students regularly enrolled in flight instruction courses under the WMU
flight program.
2. Flight instructors employed by WMU.
3. COA staff and faculty employed by WMU who possess a valid FAA
Pilot Certificate and are participating in an approved staff currency flying
or training program.
4. Pilot examiners or contract pilots who are acting on approved flights.
B. Exceptions to the above may be made by the DEAN, DO, or CFI for special
circumstances.
WMU 61.53 Team Riders and Passengers on Training Flights

A. Students enrolled in University flight courses are encouraged to ride along as
observers during dual instructional flights. Guests of the University may
ride along as observers on dual instructional flights provided:
1. There is a bonafide educational benefit to the observer, and the CFI
approves the flight, or
2. The flight involves a current WMU aviation student involved in an
approved mentorship program.
B. Many flights require team riders as safety pilots for instrument flight. These
team riders must be at least private pilots, be currently participating in a
flight course, and qualified in the type of airplane and operation planned.
When practical, the team rider should be in a course at least equivalent to the
pilot. The authorizing instructor must specifically approve each occasion of
team riding.
C. All solo flight lessons that are not designated in the TCO as PIC or Team
rider flights must be flown solo by the student.
CHANGE 12 FOM 61-8 01-03-2008

WMU61.57 Pilot Training Records
A. All individuals receiving flight training through WMU are responsible for
careful, accurate completion of their training records. This includes the
applicable sections of the Student Record Folder and ETA-Talon records.
All paper records shall be completed in ink. The student record folders are
the property of Western Michigan University and shall remain on the
College of Aviation premise at all times.
B. For students in paper training records, students must sign each lesson sheet
when the activity is completed regardless of whether or not all lesson
objectives are met. By signing the sheet, the student is verifying that the
activity stated has been conducted and all grades and comments have been
reviewed.
C. Students shall also maintain an accurate personal logbook flight record
during the period of flight enrollment. This logbook shall be completed in
ink.
D. Each student who has training records managed by ETA-Talon will have a
password and PIN used for security and electronic signature.
1. The Password is used to ensure only the authorized individual has access
to a particular account. The PIN is a form of electronic signature and is
used throughout the program for attesting that submitted information is
accurate and for authorizing charges to an account. The password and
PIN that you have is your personal information and should not be shared
with anyone. Protect them just like you would protect your bank PIN.
2. If you are in a situation that you choose to disclose your PIN to someone
else for convenience sake, make sure you understand what you are
agreeing to and what might be charged to your account. Once done, it is
highly recommended that you change your password or PIN.
3. If your password or PIN is compromised, make sure you change it as
appropriate. This can be done from your home page by selecting the
appropriate icon located on the upper right corner of the page. The
process is intuitive. Please see your instructor or dispatch if you have
any questions about this process.
E. Students are encouraged and expected to maintain current personal contact
information in ETA-Talon.
1. Pilots may confirm their address and emergency contact information is
accurate by accessing this information from the “Personnel” option on
the left side of their home page.
2. From the personnel page, fill in the appropriate information at the top,
change all fields to “All” and press the FILTER button. At this time the
pilots name should appear. Once your name appears, select the “D”
CHANGE 12 FOM 61-9 01-03-2008

button to show personnel details.
3. On the personnel details page you may access both personal address
information and emergency contact information via the links on the left
column.
WMU61.59 Logging of Training, DPIC and PIC Time

A. The following are recommendations on how to record training time in
personal logbooks. Following these recommendations will help facilitate
consistency between WMU pilots and instructors. The most important issue
is that one’s personal logbook stays consistent with the methods of logging
pilot experience.
B. Logging of AATD and FTD Time
1. Training Device activity shall be logged in personal logbooks as follows:
a. Date of activity
b. Type of training device (F-142, F-241, AATD, etc.)
c. Identification number of training device (W-5, W-8, W-11, etc.)
d. Location of training device (KBTL)
e. Instructor signature
f. Lesson content
2. The following columns shall also be completed in personal logbooks for
training device activities:
a. Dual Received
b. Flight Simulator/Flight Training Device
c. Simulated Instrument (portion of time devoted to instrument training)
d. Instrument Approaches (if applicable)
C. Logging of “DPIC” Flight Time
1. Federal Aviation Regulations require students in the commercial multi
engine flight course gain experience “performing the duties of pilot in
command” (DPIC) while under the supervision of a certificated flight
instructor.
2. DPIC flight experience in the multi engine commercial course is
comparable to solo flight experience in the single engine commercial
course. As such, even though DPIC flight time is logged as “dual
received”, it cannot be counted toward the required dual flight time for
the certificate/rating.
3. The intent of DPIC flight time is to allow the instructor to observe,
evaluate, and train the student on performing the duties of pilot in
command in a multiengine airplane (e.g. CRM training). It is not
intended to allow the instructor to teach basic multi engine concepts and
procedures.
CHANGE 12 FOM 61-10 01-03-2008

4. DPIC flight time cannot be logged as PIC flight time unless the student is
rated in multi engine aircraft.
5. When logging DPIC flight time in a personal logbook, the flight time
should be logged in the following columns:
a. Airplane multi engine land
b. Dual received (for the student) or Dual given (for the instructor).
c. Total experience or total flight time
d. Any other columns as applicable to the flight such as night, simulated
instrument, actual instrument and cross-country.
6. Additionally, logbook entries for DPIC flight time should include the
statement “PIC training per § 61.129(b)(4)” or “PIC training per § 141
Appendix D 5(b)”.
D. The following clarifications concern areas of common misinterpretation
relative to logging PIC flight time for Student, Private and Commercial
pilots. This is not intended to include all cases for PIC requirements as stated
by regulations. The following should help clarify the logging of PIC flight
time in the student’s logbook:
1. Student pilots may log pilot-in-command if they possess a current solo
flight endorsement and are the sole occupant of the aircraft.
2. Private and commercial pilots may log as pilot-in-command flight time
acquired as instrument safety pilot. (In this case, two may log PIC.)
3. Private and commercial pilots may log as PIC flight time as sole
manipulator of controls provided they are properly rated for the aircraft.
WMU61.63 Scheduling and Utilization of Resources

A. Occasionally, there are times when the request for training resources
exceeded resources available. This section provides guidance for increasing
the efficiency of scheduling and establishing priority when limited resources
are a reality.
B. Building the Schedule
1. There are times when ETA-Talon does not automatically schedule an
activity. These are any non-dual activities with a duration that is more
than 1.5. This includes all cross countries and night flights regardless of
whether they are dual or solo. If the next activity falls into any these
categories ETA-Talon will not automatically schedule anything during
the “hard slot”. When this happens, it is up to the instructor to enter a
schedule request for the appropriate alternative activity.
2. When entering a schedule request use the "resource" tab at the bottom of
the request screen to see the availability of the resources. (The number
represents what is still available). This is particularly useful when
CHANGE 12 FOM 61-11 01-03-2008

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

A. Scheduling of prog and stage checks
1. Scheduling of stage and progress checks will normally be facilitated
through the scheduling department.
2. Once a student is assigned to a check instructor for a stage or progress
check, it is the responsibility of that check instructor to see that check
flight through to its completion. Completion means that the check flight
has been successfully completed.
3. If a check flight is cancelled due to weather, it is the responsibility of that
check instructor to reschedule that check (within his/her schedule) for the
CHANGE 12 FOM 61-12 01-03-2008

conduct of that check. Coordination with Scheduling shall be conducted
so there is an assurance that an aircraft will be available. Scheduling will
place a high priority on the rescheduling of check flights.
4. The same is true of partial completion of check flights. It is the
responsibility of the check instructor to see that check flight through to its
completion. If a check flight is incomplete due to either not completing a
task or student performance was below required standards, it remains the
responsibility of the check instructor to schedule the “re-check” within a
timely manner.
5. It is expected that the check instructor accommodate rescheduling of the
check flight within a one-week period. As always, there will be
exceptions to the above policy. If a check instructor cannot reschedule
within one week, that check instructor shall make every effort to schedule
the check with another check instructor. As a last resort, the check flight
will be returned to scheduling for reassignment.
B. Student performance on stage and progress checks
1. It is strongly recommended that an applicant has completed recent
training prior to the conduct of a stage or progress check. This includes
the recommendation of a minimum of two dual activities (flight and/or
ground) within the week prior to the stage check.
2. It is expected that an applicant successfully complete the oral exam prior
to the flight portion of any stage check. This does not preclude
performing the flight portion if the oral is not complete in its entirety, but
requires the mutual agreement of both the check instructor and applicant
to do so.
3. If the applicant fails either the oral or flight portion of a stage check,
additional training from the student’s instructor is mandatory prior to re-
attempting the stage check. A failing grade shall be issued if a stage
check is not passed.
4. Should the applicant fail either the oral portion or the flight portion on
three or more subject areas [tasks], they will be required to retake that
section in its entirety. This includes portions that were previously
passed. If the failure was on two or fewer subject areas [tasks], only the
deficient portions are required to be completed on the retest. This
section does not, however, preclude a check instructor from retesting
other areas as they deem necessary.
5. If an applicant fails the stage check two times for any reason (flight or
oral) they shall be required to meet with their individual instructor and a
Program Manager (or Chief Instructor) for further guidance. Likely
outcomes from this meeting are listed below:
CHANGE 12 FOM 61-13 01-03-2008

a. Mandatory retraining; Three hours of retraining is typical, but each
situation is analyzed on a case by case basis and more may be
recommended.
b. The requirement to complete a subsequent stage check in its entirety
after retraining is conducted.
6. If an applicant is not successful in completing a stage check in three
attempts, the applicant will be referred to a formal review board to
determine further course of action.
CHANGE 12 FOM 61-14 01-03-2008

WMU
Part 71
Airports
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WMU PART 71 – Airports
This part describes the airports and airport environments that are suitable and
approved for use in WMU aircraft.
WMU71.6 Restricted Airports, Runways, and Sod Fields

A. Approved sod runways are for single engine fixed gear aircraft on dual
flights and staff currency flights only. Solo training flights are prohibited
from operating on sod runways. Use of sod runways is prohibited for
Seneca, Seminole, and Arrow aircraft unless prior permission is obtained
from the College of Aviation CFI or DO. It is the responsibility of the PIC
to ensure the sod runway is in safe/suitable condition for use. The table lists
the only approved sod runways. Most of these runways do not meet the
runway length requirements of Cirrus aircraft.
Approved Sod Fields and Unpaved Runways
Name Location Ident. Runway Length Gen Cond. Remarks

Almena Paw Paw, MI 2C5 09-27 3300 Good Obstacles on both ends
09 2415 Displaced thresholds
27 2141
Branch Co. Coldwater, MI OEB 16-34 2400 Good Crosses pavements
David Athens, MI 9C2 09-27 2500 Excellent Ultralight & cropdusting activity
Fitch Beach Charlotte, MI 07G 14-32 2318 Fair - Good Military helicopters
Closed Dec. - Mar. when snow covered
Crosses pavements
Hastings Hastings, MI 9D9 09-27 2400 Good Parachute jumping

18-36 2567 Crosses pavements
Ionia Ionia, MI Y70 18-36 3950 Excellent Crosses pavement

Gliders
Neumans Kalamazoo, MI 4NO 18-36 2697 Good
Plainwell Muni. Plainwell, MI 61D 01-19 2550 Fair - Good Short runways; obstacles
Skyway Estates Eaton Rapids, MI 60G 08-26 2653 Good Aerobatic Box - See AFD
B. For operation of Cessna 150, Cessna 172, and Piper Cub aircraft, all other
landing surfaces shall be of hard surface (asphalt or concrete), a minimum of
2,500' usable runway and of suitable length for intended operations unless
otherwise approved by the CFI or his/her assistant.
C. For operation of SR20, SR22, Piper Arrow, Seminole, and Seneca aircraft,
CHANGE 12 FOM 71-1 01-03-2008

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

A. The following table includes the list of airports that are approved for use
during training flights in WMU aircraft. All restrictions noted must be
complied with both during training flights and non-training flights.
B. This is a reprint of the “Approved Airport List” in the FAA Approved FAR
Part 141 TCO flight syllabus. If discrepancies occur between the two lists,
the “Approved Airport List” in the TCO is the official list.
Approved Airport List

other airports may be approved by Chief or Assistant Chief Flight Instructor
* airports with less than 4000ft of runway available.
NM
A/P
Airport Name City St. From Restrictions
ID
BTL
MICHIGAN
* ADG Lenawee County ADRIAN MI 58.7
35D Padgham Field ALLEGAN MI 28.8
AMN Gratiot Community ALMA MI 65.8
APN Alpena County Regional ALPENA MI 181.9
* ARB Ann Arbor Municipal ANN ARBOR MI 67.1
CHANGE 12 FOM 71-2 01-03-2008

BTL W.K. Kellogg / Battle Creek BATTLE CREEK MI 0
* 3CM James Clements Municipal BAY CITY MI 95.4
ACB Antrim County BELLAIRE MI 161.1
BEH Southwest Michigan Regional BENTON HARBOR MI 53.4
C20 Andrews University Airpark BERRIEN SPRINGS MI 54.1
CAD Wexford County CADILLAC MI 118.4
CVX Charlevoix Municipal CHARLEVOIX MI 180.0 Rwy 9-27 only
* FPK Fitch H Beach CHARLOTTE MI 25.2
OEB Branch County Memorial COLDWATER MI 24.1
YIP Willow Run DETROIT MI 76.6
DTW Detroit Metropolitan Wayne County DETROIT MI 84.8 Dual only
DET Detroit City DETROIT MI 99.7 Dual only
UIZ Berz-Macomb DETROIT MI 103.5
D98 Romeo State DETROIT MI 104.9
C91 Dowagiac Municipal DOWAGIAC MI 43.4
6D9 Iosco County EAST TAWAS MI 144.6
FNT Bishop International FLINT MI 77.5
3FM Fremont Municipal FREMONT MI 75.4
GLR Otsego County GAYLORD MI 164.3
GDW Gladwin GLADWIN MI 105.4
* 3GM Grand Haven Mem Airpark GRAND HAVEN MI 60.4 Rwy 9-27 only
4D0 Grand Ledge Abrams Municipal GRAND LEDGE MI 36.2
GRR Gerald R. Ford International GRAND RAPIDS MI 36.5
6D6 Greenville Municipal GREENVILLE MI 50.2
* 9D9 Hastings HASTINGS MI 21.8
JYM Hillsdale Municipal HILLSDALE MI 37.6
BIV Tulip City HOLLAND MI 46.0
HTL Roscommon County HOUGHTON LAKE MI 125.9 Rwy 9-27 only
OZW Livingston County HOWELL MI 59.4
Y70 Ionia County IONIA MI 38.8
JXN Jackson County-Reynolds Field JACKSON MI 35.3
* 08C Riverview JENISON MI 45.0 Dual only
AZO Kalamazoo/Battle Creek International KALAMAZOO MI 14.0
KDUH Toledo Suburban LAMBERTVILLE MI 79.0
LAN Capital City LANSING MI 40.8
* D95 Dupont-Lapeer LAPEER MI 98.6 Rwy 36-18 only
LDM Mason County LUDINGTON MI 111.6
MBL Manistee Co.-Blacker MANISTEE MI 125.8
* 77G Marlette MARLETTE MI 112.7
* RMY Brooks Field MARSHALL MI 13.6
TEW Mason Jewett Field MASON MI 39.9
* 3BS Jack Barstow MIDLAND MI 92.3
TTF Monroe Custer MONROE MI 83.9
MOP Mount Pleasant Municipal MOUNT PLEASANT MI 82.1
MKG Muskegon County MUSKEGON MI 67.6
3TR Jerry Tyler Memorial NILES MI 51.8
OSC Oscoda-Wurtsmith OSCODA MI 152.6
* 5D3 Owosso Community OWOSSO MI 64.1
PLN Pellston Regional Airport Of Emmet County PELLSTON MI 197.0
PTK Oakland County International PONTIAC MI 84.0
PHN St. Clair County International PORT HURON MI 125.7
MBS MBS International SAGINAW MI 89.9
HYX Saginaw County H.W. Browne SAGINAW MI 91.2
ANJ Sault Ste Marie Municipal/Sanderson Field SAULT STE MARIE MI 253.4
LWA South Haven Area Regional SOUTH HAVEN MI 44.6
IRS Kirsch Municipal STURGIS MI 30.9
HAI Three Rivers Municipal Dr Haines THREE RIVERS MI 25.8
TVC Cherry Capital TRAVERSE CITY MI 146.9
CHANGE 12 FOM 71-3 01-03-2008

* 7D2 Oakland/Troy TROY MI 93.0 Dual Only
Y31 West Branch WEST BRANCH MI 125.5
Z98 Ottawa Executive ZEELAND MI 42.8
IOWA
BRL Burlington Regional BURLINGTON IA 279.4
DBQ Dubuque Regional DUBUQUE IA 242.3
MUT Muscatine Municipal MUSCATINE IA 269.8
ILLINOIS
UIN Quincy Regional BALDWIN IL 304.0
BMI Central Il Reg. Arpt At Bloomington-Normal BLOOMINGTON/NORMAL IL 198.3
ENL Centralia Municipal CENTRALIA IL 287.6
CMI University Of Illinois-Willard CHAMPAIGN/URBANA IL 193.1
IGQ Lansing Municipal CHICAGO IL 111.9
MDW Chicago Midway CHICAGO IL 115.9 Dual only
ORD Chicago O'Hare International CHICAGO IL 119.8 Dual only
LOT Lewis University CHICAGO IL 133.7
DPA Dupage CHICAGO IL 135.7
ARR Aurora Municipal CHICAGO/AURORA IL 147.4
CHICAGO/PROSPECT
PWK Palwaukee Municipal IL 118.5
HGTS/WHEELING
06C Schaumburg Regional CHICAGO/SCHAUMBURG IL 128.3
UGN Waukegan Regional CHICAGO/WAUKEGAN IL 116.3 Dual only
Rwy 3-21/ Rwy16-34
DNV Vermilion County DANVILLE IL 165.0
only
DKB De Kalb Taylor Municipal DE KALB IL 155.6
DEC Decatur DECATUR IL 221.0
IKK Great Kankakee KANKAKEE IL 138.0
MLI Quad City International MOLINE IL 240.6
MDH Carbondale/Murphysboro MURPHYSBURO IL 328.3
PIA Greater Peoria Regional PEORIA IL 222.9
SPI Capital SPRINGFIELD IL 249.0
C16 Frasca Field URBANA IL 186.0 Rwy9-27 only
INDIANA
AID Anderson Municipal-Darlington Field ANDERSON IN 133.1
ANQ Tri-State Steuben County ANGOLA IN 40.8
07C De Kalb County AUBURN IN 60.7
BMG Monroe County BLOOMINGTON IN 199.8
BAK Columbus Municipal COLUMBUS IN 185.2
EKM Elkhart Municipal ELKHART IN 48.7
EVV Evansville Regional EVANSVILLE IN 276.9
FWA Fort Wayne International FORT WAYNE IN 79.9
FKR Frankfort Municipal FRANKFORT IN 135.7
GSH Goshen Municipal GOSHEN IN 52.7
4I7 Putnam County GREENCASTLE IN 175.5
05C Griffith-Merrillville GRIFFITH IN 107.1
HHG Huntington Municipal HUNTINGTON IN 87.8
TYQ Indianapolis Terry INDIANAPOLIS IN 144.0
UMP Indianapolis Metropolitan INDIANAPOLIS IN 146.9
MQJ Mount Comfort INDIANAPOLIS IN 150.8
IND Indianapolis International INDIANAPOLIS IN 162.6 Dual only
HFY Greenwood Municipal INDIANAPOLIS IN 165.3
C62 Kendallville Municipal KENDALLVILLE IN 50.1
50I Kentland Municipal KENTLAND IN 135.0
OKK Kokomo Municipal KOKOMO IN 112.9
PPO La Porte Municipal LA PORTE IN 79.6
CHANGE 12 FOM 71-4 01-03-2008

LAF Purdue University LAFAYETTE IN 136.8
GGP Logansport Municipal LOGANSPORT IN 108.4
MZZ Marion Municipal MARION IN 110.8
MCX White County MONTICELLO IN 117.7
MIE Ohio University Snyder Field MUNCIE IN 124.2
RZL Jasper County RENSSELAER IN 119.1 Rwy 18-36 only
RCR Fulton County ROCHESTER IN 85.5
GEZ Shelbyville Municipal SHELBYVILLE IN 165.5 Rwy 1-19 only
SBN South Bend Regional SOUTH BEND IN 59.7
HUF Terre Haute International-Hulman Field TERRE HAUTE IN 195.3
VPZ Porter County Municipal VALPARAISO IN 93.8
IWH Wabash Municipal WABASH IN 96.0 Rwy 9-27 only
ASW Warsaw Municipal WARSAW IN 67.4
I22 Randolph County WINCHESTER IN 129.3 Rwy 7-25 only
KENTUCKY
CVG Cincinnati/Northern Kentucky International COVINGTON/CINCINNATI KY 197.7 Class B
LEX Blue Grass LEXINGTON KY 258.2
LOU Bowman Field LOUISVILLE KY 245.7
SDF Louisville International-Standiford Field LOUISVILLE KY 249.2 Class B
OWB Owensboro-Daviess County OWENSBORO KY 288.1
OHIO
AKR Akron Fulton International AKRON OH 186.1 Rwy 7-25 only
CAK Akron-Canton Regional AKRON OH 190.3
UNI Ohio University ATHENS/ALBANY OH 231.2
5G7 Bluffton BLUFFTON OH 105.6
1G0 Wood County, Bowling Green BOWLING GREEN OH 91.0
0G6 Williams County BRYAN OH 60.4
LUK Cincinnati Municipal Airport Lunken Field CINCINNATI OH 196.1
CLE Cleveland-Hopkins International CLEVELAND OH 161.4 Dual only
BKL Burke Lakefront CLEVELAND OH 166.4 Dual Only
OSU Ohio State University COLUMBUS OH 166.1
TZR Bolton Field COLUMBUS OH 173.3
CMH Port Columbus International COLUMBUS OH 175.0
LCK Rickenbacker International COLUMBUS OH 183.0
DAY James M Cox Dayton International DAYTON OH 151.8
* I19 Greene County-Lewis A. Jackson Regional DAYTON OH 167.2
MGY Dayton-Wright Brothers DAYTON OH 169.8
DFI Defiance Memorial DEFIANCE OH 68.9
DLZ Delaware Municipal DELAWARE OH 155.3
FDY Findlay ( NO A &P) FINDLAY OH 105.3 Dual Only
FZI Fostoria Metropolitan FOSTORIA OH 106.9
14G Fremont FREMONT OH 110.4 Rwy 9-27 only
S24 Sandusky County Regional FREEMONT OH 116.2
HAO Butler County Regional HAMILTON OH 179.8
1G3 Kent State Univ KENT OH 185.4 Rwy 1-19 only
I95 Hardin County KENTON OH 125.0
LHQ Fairfield County LANCASTER OH 193.1
AOH Lima Allen County LIMA OH 110.8 Rwy 9-27 only
UYF Madison County LONDON OH 164.0
LPR Lorain County Regional LORAIN/ELYRIA OH 149.2
MFD Mansfield Lahm Regional MANSFIELD OH 151.9
MNN Marion Municipal MARION OH 141.5
4I3 Knox County MOUNT VERNON OH 171.0
7W5 Henry County NAPOLEON OH 77.1
OWX Putnam County OTTAWA OH 95.3
OXD Miami University OXFORD OH 169.8
CHANGE 12 FOM 71-5 01-03-2008

PCW Carl R Keller Field PORT CLINTON OH 116.6
* SKY Griffing Sandusky SANDUSKY OH 127.5
SGH Springfield-Beckley Municipal SPRINGFIELD OH 161.4
I12 Sidney SIDNEY OH 133.7
16G Seneca County TIFFIN OH 116.9
TOL Toledo Express TOLEDO OH 77.7
TDZ Metcalf Field TOLEDO OH 90.8
VNW Van Wert County VAN WERT OH 91.3
VES Darke County VERSAILLES OH 130.4
* I64 Wakeman WAKEMAN OH 142.6
AXV Neil Armstrong WAPAKONETA OH 117.1 Rwy 8-26 only
* USE Fulton County WAUSEON OH 65.4
ILN Airborne Airpark WILMINGTON OH 185.2
BJJ Wayne County WOOSTER OH 173.8
YNG Youngstown-Warren Regional YOUNGSTOWN/WARREN OH 214.2
PENSYLVANIA
PIT Pittsburgh International PITTSBURGH PA 251.0 Dual only
AGC Allegheny County PITTSBURGH PA 267.1
WISCONSIN
ENW Kenosha Regional KENOSHA WI 119.9
MSN Dane County Regional-Truax Field MADISON WI 187.1
MKE General Mitchell International MILWAUKEE WI 123.0 Dual only
Rwy 4L/22R &
MWC Lawrence J Timmerman MILWAUKEE WI 132.0
15L/33R Only
CWA Central Wisconsin MOSINEE WI 242.8
OSH Wittman Regional OSHKOSH WI 176.4
UES Waukesha County WAUKESHA WI 139.0
WEST VIRGINIA
HTS Tri-State/Milton J. Ferguson Field HUNTINGTON WV 266.8
HLG Wheeling Ohio County WHEELING WV 244.2
WMU71.16 Kalamazoo TRSA Operations

The TRSA is a place to offer all airspace users a maximum of separation safety.
Cooperation of all involved is the most important factor in the success of this
system. There are several actions pilots can take to help the system. WMU
pilots are expected to:
1. Avoid approaches from the areas of the approach/departure corridors to
runway 17/35.
2. If less than 10 miles out, advise approach control of your intentions to
come inbound a few minutes in advance of starting inbound.
3. Be patient – A controller may be monitoring two (2) frequencies. He/she
will normally return a call ASAP. Also remember that controller
education is often in progress. As an instructional institution, we, in
particular, should understand this situation.
4. Above all, advise if you are unable to accept a clearance for any reason,
particularly a runway assignment.
CHANGE 12 FOM 71-6 01-03-2008

WMU
Part 91
Flight Operation
Procedures
Page
Intentionally
Left
Blank
WMU PART 91 – Flight Operation Procedures
This part prescribes rules governing the operation of Western Michigan
University aircraft, equipment, and facilities.
WMU91.6 Careless and Reckless Operations

A. Safety is of paramount concern. There are no circumstances that would
warrant placing a student or employee’s health in jeopardy. Everyone
involved with this program shall be pro-active in minimizing safety hazards
and has the full authority to call for the termination of any observed unsafe
act.
B. Every effort has been made to make your flying at WMU as safe as possible.
However, please remember that many people are regularly engaged in flying
at the W. K. Kellogg Airport. They range in experience from the student to
the professional. Under these conditions, FAA, University, and airport
regulations are an absolute necessity and your attitude toward these
regulations must be one of strict adherence. Obviously, ignorance cannot be
considered an excuse since the indifferent, careless, or reckless pilot is a
menace, not only to themselves, but also to EVERYONE who flies.
C. Therefore, ANY PILOT violating any regulations herein, or violating any
Federal Aviation Regulations or any established safety practice while
piloting University operated airplanes will be subject to departmental
disciplinary action. A Flight Review Board (FRB) consisting of the flight
instruction staff, DSS, and DO will consider the incident. Disciplinary action
may include a statement recorded in the student files, temporary or
permanent suspension of flight privileges, or other action considered
appropriate. When appropriate, the DEAN, DO, DSS, CFI or their
designated assistants may indicate immediate temporary suspension pending
FRB investigation and action.
WMU91.11 Responsibility of Pilot in Command

The PIC is responsible for the safe completion of every flight and ensuring that
all applicable regulations and procedures are adhered.
WMU91.13 Safety of Flight – Personal Minimums

A. Pilots are expected to understand the extreme importance of Aeronautical
Decision Making (ADM) and the impact that personal minimums have on
CHANGE 12 FOM 91-1 01-03-2008

ADM.
B. Each pilot needs to critically evaluate themselves, their abilities and
limitations. Setting personal limitations, periodically reviewing those
limitations and abiding by those limitations will make decision making more
effective. Additionally, establishing standard operating procedures will help
maintain a suitable margin of safety.
C. Provided in Appendix C are two documents that can assist in this process.
These documents are the “Personal Minimums Checklist” and Cirrus’
“Envelope of Safety”. Both of these documents will assist in developing and
maintaining an increase level of safety.
WMU91.15 Safety of Flight – Video Taping in Flight

A. It has been noticed that there are a number of Western Michigan University
aircraft showing up on web sites such as youtube.com. Pilots involved in
taking pictures or video taping while the aircraft is operating, shall ensure
that they have delegated piloting responsibilities to another qualified
crewmember.
WMU91.17 Operations During Medical Deficiency or Fatigue

A. Pilots are expected to understand the extreme hazards of fatigue. No flight
shall be initiated if the pilot has not had adequate rest and is mentally,
physically and psychologically fit for flight. It is recommended that a pilot
have at least eight (8) hours of uninterrupted rest in the preceding 24-hour
period.
B. No pilot shall allow himself to get into any type of marginal situation due to
a lack of rest, illness, or emotional duress.
C. No pilot shall start a flight or continue a flight with any physiological or
psychological factor affecting his ability to safely pilot an aircraft.
D. No pilot shall start a flight or continue a flight while under the influence of
alcohol or drugs not specifically approved for flight by the FAA. Some over
the counter drugs may not be approved for use by airmen. Check with an
Aviation Medical Examiner or Flight Operations staff member if there is any
question. Reference Appendix C for the complete College of Aviation Drug
and Alcohol Policy.
E. You must report to your flight instructor, the CFI or his/her assistant any and
all illnesses (mental and physical) which might adversely affect your flying
safety.
F. Nutrition - WMU pilots are expected to maintain balanced diets and regular
meals. Flying while on crash diets or skipping meals on a regular basis shall
be avoided.
CHANGE 12 FOM 91-2 01-03-2008

G. Pilots shall not fly while under personal or emotional stress or unusual
mental pressure.
WMU91.21 Facility Security and Safety

A. COA Faculty, Staff, and Students must visibly display their WMU Bronco
card at all times when on BTL airport facilities and property.
B. All visitors to the COA must register with the Main Desk or Dispatch Office
upon arrival at COA facilities. Visitors must visibly display an issued
identification card at all times, and return the identification card upon
checkout when leaving the facilities. Visitors shall be escorted by COA
Faculty, Staff, or Students.
C. Students, employees, and all others shall not block open doors at the COA
Facility. This practice has frequently been used for convenience or
expedience after normal hours of operation. However, this jeopardizes the
security of the entire operation. Therefore, individuals responsible for
blocking open a door shall be suspended from use of the facility by the DSS.
D. No person shall operate hangar doors unless they have received specific
instruction on how to operate the door including safety precautions. No
student shall operate hangar doors unless an instructor or maintenance
personnel is directly supervising. Similarly, students shall not remove
airplanes from or install airplanes in the hangar without supervision.
E. All personnel should be aware of the dangers present in the operation of
“Scissor Style” hangar doors that are operated by cables. Although there are
numerous cables per door, failure of any one cable may result in the
resulting cables not being able to accommodate the weight of the door,
causing them to fail also. If this occurs the door can fail, without warning,
causing it to free fall down, damaging anything, or seriously injuring anyone
in its’ path. Because of this, no one should pass below a moving door, and
once opened, do not linger below it, or stage equipment beneath it. These
doors are found on the maintenance education hangar and simulator hangar.
WMU91.26 Pedestrian Ramp Safety

A. It is critical that all pedestrians are cognizant of aircraft operations and
hazards while walking on the ramp. Pedestrians should always walk clear of
aircraft propellers and taxi lanes whenever possible.
B. When walking on the ramp, pedestrians shall be constantly scanning for
starting aircraft, moving propellers, and taxiing aircraft. Do not become
distracted by talking to another person, or reading a clipboard.
C. Cell/Mobile phone usage on the ramp area is a distraction and safety
concern. Cell/Mobile phones should not be used on the ramp area. If it is
CHANGE 12 FOM 91-3 01-03-2008

absolutely necessary to use a phone on the ramp it must be done in a secure
area away from running aircraft, and you must remain stationary until the
call is completed. Cell/Mobile phone usage inside of aircraft is prohibited
while the engine is running.
D. It is advised that pedestrians vacate the ramp when there is lightning within
5 nm of the airport.
WMU91.31 Aircraft/FTD Utilization and Cancellation Procedures

Operating a flight department the size of WMU’s poses many challenges. One
of those challenges is optimizing the availability of resources such as aircraft
and training devices (simulators). It is a goal of dispatch to increase the
utilization of resources thereby maximizing the training options available to
you, the student. In order for this to occur, it is critical that dispatch is informed
of all aircraft and training device needs. It is with this in mind that the
following policies apply to all flight, training device, and/or instructional
periods you are scheduled for.
A. Reservation of Aircraft/Training Devices
1. For regularly scheduled slots, it will be assumed that you will be using an
aircraft unless Scheduling is told otherwise through the ETA-Talon
scheduling program.
2. All pilots are expected to “Ops Check In” their activity prior to the start
of the flight slot. The time before the scheduled resource time slot should
be used as preparation time. Any pilot who does not turn in a dispatch
sheet before the start of the slot may lose their priority, and may incur a
“no-show” penalty.
3. If you are delaying a flight for weather reasons you must inform the
supervisor of flying (SOF) in person by the start of your flight slot.
Delaying does not guarantee that an aircraft will be available later.
B. Cancellations
1. If you are not going to use your aircraft/training device for your
scheduled slot, you must cancel it no later than 1500, the day prior.
(Cancellation for weather not included.)
2. If the cancellation is for a weather reason, it must be canceled 30 minutes
prior to the flight slot start if cancellation is made by phone, or anytime
before the slot starts if cancellation is made in person at the SOF desk.
3. It is the student's responsibility to inform the (SOF), and their flight
instructor of all cancellations of scheduled slots.
4. Cancellation of all dual flight slots, including weather cancellations must
be approved by both your flight instructor and the SOF.
5. Solo flight cancellations must be coordinated with and approved by the
CHANGE 12 FOM 91-4 01-03-2008

SOF.
6. In the event of a cancellation, reasons for cancellation will be reviewed to
determine if it is excused or unexcused.
C. Planned Absences
1. Planned absences must be explained in writing and submitted to your
flight instructor for approval.
2. Planned absences must include a plan of how the missed flight lessons
will be made up.
3. Leave of Absence forms are available in the flight planning room.
D. Aircraft Priority
Checkrides, Stage Checks, and Progress Checks are given priority on aircraft
due to the complexity of scheduling a time suitable for both student and
examiner. However, it is the student's responsibility to sign up for the
aircraft with scheduling and denote that it is for a check. You will not have
any priority if you fail to sign up in advance and just show up. If the
checkride is conducted at Battle Creek, you should only request the aircraft
for the time you need the aircraft, not the time spent in the oral examination.
E. Charges and Penalties
1. Unexcused absences will result in a charge against the student’s account
as follows:
a. Dual flight event 0.5 flight and 1.0 brief
b. Solo event 0.5 flight
c. Dual briefing event 1.0 brief
d. Dual FTD event 0.5 FTD and 1.0 brief
e. Dual Aviator event 0.5 Aviator and 1.0 brief
2. When a student accumulates three unexcused absences in a flight course,
the student will be automatically removed from flight status by ETA-
Talon. Return to flight status requires the authorization of a full time
instructor
WMU91.36 Supervision of Flights

A. Except as outlined in paragraph C, all flights must be under the supervision
and direction of the SOF.
B. Any solo training flights shall be conducted only under the supervision of
the SOF who is present on the ground at the training facility.
C. All approved “After Hours” flights, including dual instructional flights, staff
currency flights and personal use flights, must be conducted with flight
following provided by a regular full time flight instructional staff who will
serve as the point of contact. “After Hours” flights are not approved for solo
or PIC training operations. Refer to WMU91.56 for additional “After
CHANGE 12 FOM 91-5 01-03-2008

Hours” procedures.
WMU91.41 Aircraft/FTD Dispatching

A. All flights in WMU aircraft, AATD and FTDs must be dispatched through
the Dispatch Office prior to flight.
B. “Solo” and “Non-Dual” flights (Team rides, PIC, or any flights on which
there is no flight instructor on board) must be authorized by the current SOF.
No other “Authorizing” will be valid for dispatching the flight.
C. Prior to flight, the pilot shall present a flight data sheet with all applicable
information completed, a Pilot Qualification (PQ) card for non dual flights,
and a briefing on weather and NOTAMs pertinent to the flight to a flight
instructor for authorization of the planned flight.
D. All pilots should be prepared to present to the authorizing instructor valid
pilot certificate, medical certificate, valid photo identification and in the case
of student pilots, appropriate logbook endorsements prior to flight
authorization.
E. Prior to any flight being authorized the authorizing instructor shall ensure
through positive identification that the person present is indeed the person
being authorized. This positive identification shall be either through
personal acquaintance with the pilot or by use of a valid picture ID. Valid
picture ID includes WMU College of Aviation ID, or a driver’s
license/government issued ID.
F. After being authorized, the pilot shall present the flight data sheet to the
Dispatch Office for computer integrated dispatch. (Note: The computer may
not dispatch a flight if procedural “Grounding” has occurred).
G. When dispatched, a post solo pilot receives the aircraft/FTD clipboard with
key in it or just the aircraft/FTD key. Student pilots that have not yet
reached solo status will not be issued an aircraft key. The aircraft key will
be issued to the accompanying instructor. It is the responsibility of the
accompanying instructor to stop by Dispatch to pick up the aircraft key.
H. Clipboards shall be filled out appropriately after your flight and remain in
the aircraft/FTD until the last flight of the day unless otherwise instructed by
Dispatch.
I. All flights must be received in by the Dispatch Office after their completion.
This is accomplished by calling in the appropriate information on Company
frequency, or turning in the completed clipboard to the Dispatch Office.
J. After flight, all training solo and PIC flights must have their activity
completed through ETA-Talon with the SOF.
K. Aircraft/FTD keys are never to be left in the aircraft/FTD. After the flight
the aircraft/FTD key must be returned to Dispatch, and then you will receive
CHANGE 12 FOM 91-6 01-03-2008

your original flight data sheet. In the case of pre-solo student pilots, the
accompanying instructor is responsible for returning the key to Dispatch.
WMU91.43 Effective Dispatching of Aircraft

A. When an aircraft is dispatched using WMU's computerized dispatching
program, checks are conducted to promote effective utilization. This
includes program logic that should help ensure a particular fleet of aircraft
does not come due for routine maintenance inspections all at the same time.
B. Pilots should not make demands on dispatch for a particular aircraft.
Dispatch should be able to accommodate make/model. Beyond these
requests, pilots need to rely on the computerized dispatching system to keep
the maintenance due times on schedule.
C. Special requests for extenuating circumstances may be made such as the
following:
1. A particular aircraft is needed to comply with previous FAA reservations.
2. A particular aircraft is needed for spin training (N976BC)
3. Arrangements have been made for an FAA checkride later that day.
WMU91.51 Company Radio Frequencies (123.30 MHz & 123.50 MHz)

A. Western Michigan University operates two company frequencies on 123.30
MHz and 123.50 MHz. These frequencies are for educational use and shall
be used with the following guidelines in mind:
1. Dispatch will monitor the 123.50 MHz frequency and respond to calls
addressed to Western Dispatch, for essential information and
communications.
2. Dispatch will broadcast to all monitoring Western aircraft, essential
operating information and/or safety information on 123.30 MHz.
3. Western aircraft on cross-country flights may relay messages to dispatch
via monitoring aircraft in the practice area.
4. Dispatch may request local monitoring aircraft to relay messages to cross
country aircraft.
5. Training flights shall normally monitor the 123.30 MHz frequency when
not required to be communicating with ATC. If there is a need for
communication, the pilot will be notified and instructions will be given.
B. Western Michigan University also operates the 123.30 MHz frequency for
collision avoidance, assistance, and practice area reporting. When arriving
into, and operating in a local practice area, the following procedures are
recommended:
1. When entering the practice area, the pilot should announce entering the
practice area along with intentions.
CHANGE 12 FOM 91-7 01-03-2008

Example: Alpha area traffic, Western 73 entering Alpha from the north
west, will be transitioning south east bound to Turtle Lake at
2,500'
2. Only aircraft in immediate proximity or conflict to the above advisory
shall respond.
3. When departing the practice area, announce your intentions indicating
you are proceeding to the gate.
Example: Alpha area traffic, Western 73 over Turtle Lake, proceeding to
the South Gate.
4. Western aircraft in local operations shall monitor this frequency when not
monitoring ATC.
C. The following prohibitions apply to the use of the company frequencies:
1. No non-essential or non-operational communications, chatter, etc.
2. No communication to non-Western aircraft.
D. The frequencies 123.30 MHz and 123.50 MHz are utilized by other flight
schools, gliders, and hot air balloonists, and are not discrete to our operation.
Always use proper terminology and the Western call signs.
WMU91.56 After Hours and Overnight Flight Operations

A. All flights utilizing WMU aircraft shall have flight following conducted by
WMU personnel. This is normally accomplished through the roll of the
Supervisor of Flying. Occasionally, when a genuine need is proven, it may
be necessary to conduct flights while operations are closed. Valid reasons
for this may be transportation trips, legitimate and unavoidable schedule
conflicts, or other unusual circumstances. Flights operating during these
times are limited to dual instructional flights, transportation flights or
personal use flights and must adhere to “after hours” operations.
B. Each PIC utilizing “After Hours” must obtain approval prior to flight and
ensure that all organizational issues are attended to. This includes:
1. Obtaining approval from the Chief Flight Instructor or his/her assistant
(All attempts should be made to have this completed by 5:00 pm)
2. Obtain a Point of Contact (POC) (full time flight instructional staff) who
will provide flight following.
3. List all pertinent after hours information at Dispatch.
4. Arrange for dispatching of aircraft prior to dispatch closing.
5. Arrange for line crew to leave space in hangar and know which hangar.
6. Ensure you have access to the hangar and you know how to operate the
hangar doors.
7. Ensure you have access back into flight ops building.
C. Prior to flight, the PIC will ensure that a flight plan is filed with FSS with
CHANGE 12 FOM 91-8 01-03-2008

the Department of Public Safety’s phone number in the contact information
(269-387-5555). Just before flight, the PIC shall contact the POC and give
the following information:
1. Aircraft type & registration number
2. Occupants
3. Route of flight
4. Type of flight plan
5. Cell phone # for the PIC (& student)
6. Expected time of return
D. Upon landing at each full stop destination, the PIC will
1. Close the flight plan
2. Contact DPS prior to entering any COA hangar
3. Call the POC
4. Hangar the aircraft (after final landing at BTL)
5. Ensure all buildings are locked & secure
E. Pilots must have had an adequate period of rest in accordance with
WMU91.17 to utilize after hours operations.
F. No training flights shall be permitted which involve overnight stopovers,
excursions to distant places, or personal convenience missions unless
approved by the CFI or his/her assistant. Training flights are intended to be
instructional, and should not be compromised by trying to meet alternative
missions.
WMU91.61 Day Weather Minimums & Restrictions - VFR

A. VFR weather minimums for staff currency flights and instructional flights
with a WMU flight instructor on board in controlled airspace is 3 sm
visibility and 1000’ ceiling.
B. VFR weather minimums for training flights without a WMU flight instructor
on board shall be authorized in accordance with weather minimums as
prescribed on the student’s PQ card. In any condition, solo and PIC
instructional operations are restricted to the following minimums:
1. Traffic Pattern – 3 sm visibility and 1500’ ceiling
2. Local Practice Area – 4 sm visibility and 2000’ ceilings or higher as
necessary for intended maneuvers.
3. Cross Country – 5 sm visibility and 3000’ ceilings reported and forecast
throughout the duration of the cross country. In the event that during the
conduct of a cross-country, the weather deteriorates below 5 sm visibility
and/or 3000’ ceiling, the SOF should be contacted as soon as reasonably
possible. At the discretion of the SOF, continued flight can be authorized
for recovery to a suitable airfield including back to base with
CHANGE 12 FOM 91-9 01-03-2008

current/forecast conditions as low as 4 sm and/or 2000’ ceiling in
conjunction with the student’s PQ card. Under no condition should the
SOF authorize flight contrary to any endorsed limitation in the student’s
logbook.
C. The authorizing flight instructor shall analyze each solo/PIC instructional
operation prior to departure for appropriate extension to higher minimums
for any particular flight and verify the student's PQ card limitations.
WMU91.66 Night Weather Minimums – VFR

A. Weather minimums for VFR night flight operations in the pattern shall be 4
sm visibility and 2000 feet ceiling existing and forecast for the entire area,
and time period 1 hour before and after the proposed operation. When there
is a forecast of probability, becoming or temporarily reduced visibility or
ceilings, the Chief Flight Instructor or his/her assistant must authorize the
flight.
B. Weather minimums for VFR night flight in the local area shall be 6 sm
visibility and 3000’ ceiling existing and forecast for the entire area, and time
period 1 hour before and after the proposed operation. When there is a
forecast of probability, becoming or temporarily reduced visibility or
ceilings, the Chief Flight Instructor or his/her assistant must authorize the
flight.
C. Weather minimums for VFR night flights out of the local practice areas shall
be 6 sm visibility and 3000’ ceiling existing and forecast for the entire
route/area, and time period 2 hours before and after the proposed operation.
When there is a forecast of probability, becoming or temporarily reduced
visibility or ceilings, the Chief Flight Instructor or his/her assistant must
authorize the flight. In the event that during the conduct of a night cross-
country, the weather deteriorates below 6 sm visibility and/or 3000’ ceiling,
the SOF should be contacted as soon as reasonably possible. At the
discretion of the SOF, continued flight can be authorized for recovery to a
suitable airfield including back to base with current/forecast conditions as
low as 5 sm and/or 2500’ ceiling in conjunction with the student’s PQ card if
applicable. Under no conditions should the SOF authorize flight contrary to
any endorsed limitation in the student’s logbook.
WMU91.71 Special VFR Procedures

A. Permission is required from the CFI or his/her assistant for all Special VFR
operations in WMU aircraft.
B. Any flight conducted on a Special VFR Clearance without prior permission
must be reported immediately to the CFI or his/her assistant after the
CHANGE 12 FOM 91-10 01-03-2008

conclusion of the flight.
WMU91.75 IFR Flight – General

A. No flight shall be made on an IFR flight plan or in weather conditions less
than required for VFR unless the pilot, or flight instructor meet the
following requirements:
1. is instrument rated;
2. is an instructor employed by the college or is a full time faculty/staff
member; and
3. has accomplished an instrument proficiency check conducted by WMU
standards department within the past six months.
WMU91.76 Weather Minimums - IFR

A. Unless otherwise authorized, no IFR flight shall be initiated if weather
conditions are below 1,000' ceiling and/or 1 sm visibility.
B. For training and Staff Currency (personal use) flights, IFR flight in weather
conditions below those listed in item (A) may be authorized by the CFI or
his/her assistant only if:
1. the flight is being conducted in daytime in the case of single engine
aircraft, (any time for multi engine flights);
2. reports and forecasts indicate that departure and en route are at least 1 sm
visibility and 500’ ceiling; and
3. destination weather is at least 1/2 sm visibility above and 300’ ceiling
above the intended approach minimums for that airport.
C. If conditions deteriorate below (A) while the flight is en route, the pilot
shall, if on the ground, remain in contact with the CFI or his/her assistant for
advice and information. If airborne, the flight should, if possible, proceed to
a destination where weather conditions are above (A).
D. For transportation flights, no IFR flight in weather conditions below those
listed in item (A) shall be authorized by the CFI or his/her assistant unless:
1. no training is being conducted on the flight;
2. there are two pilots who comply with and are current in accordance with
WMU91.75(A);
3. reports and forecasts indicate that departure and en route are at least at or
above Category 1 approach minimums; and
4. an alternate airport compliant with applicable FAR’s exists within one
hour normal cruise. For multi engine aircraft, compliance must be based
on single engine cruise performance.
E. In the event appropriate approvals cannot be obtained, the flight may not
continue.
CHANGE 12 FOM 91-11 01-03-2008

WMU91.81 Restriction to Flight - IFR
A. With respect to training flights, the following maneuvers are not permitted to
be intentionally performed in clouds:
1. Stalls
2. Unusual attitudes
3. Minimum controllable airspeed
4. Spins
5. Emergency descents
B. With respect to Multi-engine training flights, the following maneuvers are
prohibited during flight in weather conditions less than VFR:
1. Engine failure after takeoff except when the aircraft is established in a
climb, with climb configuration and power setting, and the aircraft is at
least 1,000’ AGL.
2. Full feather engine shut down
3. VMC Demonstration
4. VYSE Demonstration (Drag Demonstration)
C. With respect to Multi-engine training flights, under no conditions shall the
mixture be retarded to initiate power loss when in cloud or when below
3,000’ AGL.
WMU91.91 Additional Night Flight Restrictions

A. All pilots flying at night are reminded that right traffic patterns are illegal at
Battle Creek and Kalamazoo when the tower is closed. Unauthorized right
turns can result in violations, fines, and/or suspension of certificate.
B. The following maneuvers are not permitted during night operations:
1. Spins
2. Eights on Pylons
3. Ground Reference Maneuvers
C. For Multi-engine training flights, the following maneuvers are prohibited at
night:
1. Engine failure after takeoff except when the aircraft is established in a
climb, with climb configuration and power setting, and the aircraft is at
least 1,000’ AGL.
2. Full feather engine shut down
D. For Multi-engine training flights, the following maneuvers are prohibited at
night when there is not adequate visual reference to safely conduct the
maneuver.
1. VMC Demonstration
2. VYSE Demonstration (Drag Demonstration)
CHANGE 12 FOM 91-12 01-03-2008

WMU91.96 Cold Weather Aircraft Operating Restrictions
A. No flight training operations are permitted when the surface temperature is
at or below –28 degrees C (-18 degrees F).
B. No flight training operations are permitted when the surface wind chill
temperature is at or below -28 degrees C (-18 degrees F).
C. See Appendix C - Section 2 for additional winter operations concerns.
WMU91.101 Propeller Safety During Cold Weather Preflight

A. Some aircraft manuals recommend rotating the propeller through by hand
during preflight of a “cold soaked” engine in an effort to loosen up the oil.
While sometimes recommended, the risk involved outweighs the benefit.
With our aircraft being hangared overnight and quick turn around times
between flights, seldom is the engine cold enough to warrant turning the
propeller through by hand to loosen up the oil. As such, do not try to loosen
up the oil by rotating the propeller by hand.
B. If you must move the propeller in order to adequately inspect your aircraft
during preflight, make sure that you rotate the propeller in the reverse
direction of normal rotation.
WMU91.106 Flight in Icing Conditions

A. With the exception of Seneca operations, under no conditions shall an
aircraft be allowed to take off or continue flight into known icing conditions.
B. Unless approved by the CFI or his/her assistant, no aircraft shall be flown in
an area where current Aviation Terminal Forecasts (TAF) for that area of
flight is forecasting freezing rain or freezing drizzle. This includes forecasts
of any intensity of freezing rain or freezing drizzle and includes any
forecasts of a probability, becoming, or temporary.
C. If icing conditions are encountered, the pilot shall take immediate actions to
remove the aircraft from the icing conditions. This includes icing conditions
encountered in Seneca aircraft.
D. Seneca aircraft may operate in trace or light icing conditions. For WMU
flight instructors qualified to teach in the Seneca aircraft, approval of the
CFI or his/her assistant is required prior to takeoff when forecast or actual
moderate icing conditions exist. For all other Seneca pilots, approval of the
CFI or his/her assistant is required prior to takeoff for flight into any
intensity of known icing conditions.
E. If any pilot encounters icing conditions, a report of those icing conditions
must be made to FSS or ATC as soon as practical. If this report cannot be
made in flight, a report must be filed as soon as possible after the flight via
CHANGE 12 FOM 91-13 01-03-2008

landline. Refer to the AIM for any questions relating to the reporting of
airframe icing.
F. If there are icing conditions forecast for your flight profile and none are
encountered, a report of "negative ice" shall be made as soon as possible.
WMU91.111 Flight in Thunderstorms, Heavy Precipitation, Windshear and

Microburst
A. If thunderstorm or heavy rain in the terminal area is such that recommended
cell clearance cannot be maintained, the pilot will consider the following:
1. Detouring the area or landing at an alternate airport, if necessary.
2. Delaying takeoff in not yet airborne, until the activity lessens and the
pilot determines that a safe departure can be conducted.
B. Takeoffs, approaches, and landings should not be attempted when
thunderstorms or heavy rain are near the airport unless the runway and flight
path are clear of the storm effects and their associated gust fronts. For multi
engine aircraft, this shall include the consideration of single engine
performance.
C. Flight into areas of known windshear (i.e., differential airspeeds in excess of
10 kt) or Microburst Alert is prohibited. Flights must not take off or conduct
the final approach segment to a runway where ATC has reported a
Microburst Alert. For this context, the final approach segment is defined as
below 1000 feet (AGL) for a VFR approach and inside the Final Approach
Fix or Point for an instrument approach. If already established on the final
approach segment a missed approach is required.
WMU91.116 Appearance and Clothing

A. Pilots flying University aircraft represent Western Michigan University and
the College of Aviation. Therefore, pilots are expected to be clean, neat, and
well dressed while engaged in University flight activities. It is not
permissible to wear clothing that is offensive or vulgar in nature or that
advertises alcohol or illicit drugs.
B. For training flights, and other flights where personnel are officially
representing the University, College personnel shall wear clothing
representative of a professional flight organization. This will include long
pants, shirts with sleeves and close toed shoes.
C. For flights other than training flights, including personal use and recruiting
flights, it is permissible to wear more casual attire, including shorts, but it
should be recognized that it is the pilot’s responsibility to ensure that safety
practices are not compromised. Of particular concern is that pilots should
wear shoes that are securely worn. Flip-flops style sandals are not
CHANGE 12 FOM 91-14 01-03-2008

acceptable.
D. All pilots and passengers shall dress appropriately for severe climatic
conditions. This includes enough clothing to prevent excessive chilling when
performing the pre-flight during winter operations (gloves, hat, and
appropriate outerwear.) Considerations shall be given to survival in event of
unscheduled or forced landings in remote areas. The following cold weather
practices will be adhered to for all flight activities:
1. From November 1 through March 31 all users of WMU aircraft must
have a jacket on board the aircraft regardless of temperature. It is also
recommended that hats & gloves be on board the aircraft.
2. Jackets must be worn for preflight and carried on board the aircraft for all
flights that the surface wind chill temperature is at or below 5 degrees C
(41 degrees F).
3. Head Covering and Gloves must be worn for preflight and on board the
aircraft for all flights that the surface wind chill temperature is at or
below –6 degrees C (21.2 degrees F).
WMU91.121 Flight Plan Information

A. Flight plans shall be filed and activated for any student pilot training flight
with a destination over 25 miles from the departure airport. All other solo or
PIC training flights shall file and activate a flight plan if the destination is
over 50 miles from the departure airport.
B. For dual training flights or non training flights, flight plans shall be filed and
activated when the destination is over 100 miles from the departure airport.
C. Flights with multiple destinations shall be filed as separate flight plans for
each leg with a landing. One round-robin flight plan shall not be filed for
the entire trip.
D. Flights, cross country or local, with any portion flown in an after hours
situation must be on a flight plan and shall have the WMU Public Safety
phone number of (269) 387-5555 listed as the contact number.
WMU91.126 Aircraft Preflight Action

A. Before entering the aircraft for flight, the pilot and/or instructor shall give
the airplane a thorough “line inspection or preflight” in accordance with the
approved checklist.
B. Each aircraft, have “GATS” fuel strainers provided. These fuel strainers
have a large capacity and can be used to sump all tanks before needing to be
emptied. The manufacturer of the “GATS” strainer claims that the strainer
has the capability of separating water from the fuel; this has been found not
to be true. DO NOT USE THE STRAINER TO SEPARATE WATER
CHANGE 12 FOM 91-15 01-03-2008

FROM THE FUEL. The strainer should be used to determine contamination
only. Clean fuel can be reused, and should be returned to one of the
aircraft’s tanks. Contaminated fuel should be discarded in a contaminated
fuel station. Do not dump fuel on the ramp.
C. The “Aircraft Technical Log” on the aircraft clipboard shall be consulted to
ensure that adequate time before inspection exists for the planned flight.
D. The back page of the “Aircraft Condition Report” form shall be consulted to
ensure that the flight will be completed prior to the hours and date of the
next required inspection.
E. The yellow/pink “Aircraft Condition Report” forms on the aircraft clipboard
shall be checked to ensure no open discrepancies are reported for the
aircraft. If open discrepancies are noted, the aircraft is not airworthy and
shall be reported by following the aircraft maintenance discrepancy
(squawk) procedure in this manual.
F. If any discrepancies are noted during preflight inspection, the aircraft is not
airworthy and shall be reported by following the aircraft maintenance
discrepancy (squawk) procedure in this manual. Reference WMU91.201
and WMU91.206.
G. After preflight, all baggage, aircraft tin, chocks, and other materials must be
stowed for flight and not left loose in the cockpit.
WMU91.131 Aircraft Airworthiness & Maintenance Inspections

A. When an aircraft is dispatched, the pilot may determine that the aircraft is in
compliance with scheduled maintenance inspections through two different
ways. One is by review of data provided with the tin; the other is by review
of aircraft maintenance logbooks. While reviewing data provided with the
tin is generally the more accepted practice, reviewing maintenance logbooks
is the more accurate method.
B. When determining maintenance requirements by reviewing the aircraft tin,
the pilot must determine that by the completion of the flight, the
maintenance due time and annual inspection are not exceeded. Both the
maintenance due time and the date of the next required inspection is found
on the inside yellow flap of the Aircraft Condition Report booklet. The pilot
must ensure that the aircraft is not flown past the next due date recorded, or
past the maintenance due time.
1. When checking maintenance due times, compare that number to the
a. “Flight” meter for Cirrus and Seneca aircraft;
b. “Maintenance Hobbs” for Seminole aircraft; and
c. “Tach” meter for Cessna aircraft.
C. To determine and prove airplane airworthiness relative to required
CHANGE 12 FOM 91-16 01-03-2008

inspection for airplanes on progressive inspections at WMU, the pilot
should:
1. Note and record Hobbs reading.
2. Contact maintenance supervisor or staff mechanic to obtain aircraft
maintenance log records for inspection.
3. Inspect logbooks to determine date of last complete cycle of inspections.
This is entered in the aircraft logbook on the Inspection Checklist in the
front of the logbook.
4. Determine that this cycle was completed within 12 calendar months of
present date. The completion of the last inspection in the cycle results in
the aircraft being signed off for the equivalent of an annual inspection.
5. Determine how often each phase interval should occur.
6. Check that each inspection since (4) above has occurred at the proper
interval.
7. Check that the aircraft is within the proper interval time since the last
inspection.
D. Other inspections to determine airworthiness.
1. ELT inspections:
a. ELT tested and inspected every 12 calendar months
b. ELT battery replaced
(1) 50% of its useful life, or
(2) After 1 hour of cumulative use
2. Altimeter-Static system every 24 calendar months (for IFR)
3. Transponder every 24 calendar months
4. VOR every 30 days (for IFR)
E. Oil changes should occur every 25 hours or 50 hours depending on the type
of aircraft.
WMU91.136 Aircraft Manuals, Documents, Equipment, and Supplies

A. DO NOT REMOVE original paperwork from the airplane, as it becomes
tattered, shop-worn, and misplaced. The only EXCEPTION to this may be
check rides or ramp checks upon demand of the FAA inspector or examiner
for original paperwork inspection.
B. Maintenance records are available from the Maintenance Department and
must be checked out to you by a regular maintenance staff member. These
documents are critically important to the airworthiness of the aircraft and are
not to be removed from the Battle Creek facility without the approval of the
Maintenance Supervisor or the DO. Under no conditions shall these records
be checked out overnight. These documents must be returned and checked
in as soon as possible after their use.
CHANGE 12 FOM 91-17 01-03-2008

C. The following items are all aircraft specific, and should not be removed from
their specified aircraft:
1. Fuel T’s to dip the fuel tanks
2. Approved Flight Manuals, Pilot Operating Handbooks and Avionics
Manuals
D. Each aircraft should have its own fuel strainer, control lock (Cessna aircraft
only), chocks, and aircraft tie down ropes. Do not take these items from a
different aircraft if yours is missing. If any of the above items are missing
from your assigned aircraft, please inform dispatch immediately for
replacements. You may be held responsible for the lost item if you fail to
report it.
E. Many newer avionics allow pilots to change user settings or maintenance to
permanently change installation settings. User settings should not be reset
from factory defaults. This will help keep aircraft standardized between
fleet. Installations settings should never be changed without express consent
from maintenance. Improperly changing installation settings can alter the
equipments airworthiness and may cause permanent damage. Changing
installation settings without approval is grounds for dismissal from the flight
program or termination of employment.
WMU91.141 Aircraft Interior Condition

A. With the exception of water, no person may eat or drink in WMU aircraft.
B. Aircraft cockpit, cabin, and baggage areas shall be kept clean, organized and
free of debris at all times. At the completion of each flight, the crew should
review the condition of the aircraft and remove all personal items and any
debris that may have accumulated. If an aircraft is left in an unsatisfactory
condition, inform the Dispatch Office immediately.
WMU91.146 Aircraft Fuel Quantity Requirements

A. Pilots will plan each flight to include sufficient fuel for the intended
operation, including alternate if appropriate, plus a one hour reserve at
normal cruise power setting.
B. If while in flight, the pilot experiences a low fuel annunciation or indications
show that the flight will extend into the planned one hour reserve, the pilot
shall land and refuel regardless of previous fuel consumption calculations.
WMU91.151 Aircraft Fueling Procedures at BTL

A. We have servicing notification cards to alert line service to fuel the aircraft
to the proper amount.
B. The Cessna 172s will have a “TOP OFF” Card and a “FILL TO BOTTOM
CHANGE 12 FOM 91-18 01-03-2008

OF COLLAR” card. Normal procedure will be to place the “FILL TO
BOTTOM OF COLLAR” card in the windscreen after your flight anytime it
has less than 17.5 gallons per side remaining. This will tell line service to
fuel the aircraft to standard tanks. This will allow a rear seat passenger
under most circumstances. The “TOP OFF” card will tell line service to fill
the aircraft to long range tanks. The “TOP OFF” card should only be used if
you want long range fuel before your flight, which is usually not necessary
unless you are going on a long cross country.
C. The Cirrus SR20 and SR22 aircraft will have a “TOP OFF” card and a
“FILL TO TABS PLUS 5 GALLONS PER SIDE” card. Normal procedure
will be to place the “FILL TO TABS PLUS 5 GALLONS PER SIDE” card
in the windscreen after your flight. For SR20 aircraft, this will tell line
service to fuel the aircraft up to 18 gallons in each wing for a total of 36
gallons on board. For SR22 aircraft, this will tell line service to fuel the
aircraft up to 28.5 gallons in each wing for a total of 57 gallons on board.
This will allow a rear seat passenger under most circumstances. The “TOP
OFF” card should only be used for flights if full fuel is required.
D. The Piper Arrows will have a “TOP OFF” Card and a “FILL TO TABS”
card. Normal procedure will be to place the “FILL TO TABS” card in the
windscreen after your flight. This will tell line service to fuel the aircraft up
to 25 gallons in each wing for a total of 50 gallons on board. This will allow
a rear seat passenger under most circumstances. The “TOP OFF” card
should only be used for flights when full fuel is required.
E. The Piper Seminole PA44 and Piper Seneca PA34-220T aircraft have a dry
erase marker board for fueling requests. The board should be placed in the
windscreen marked with the appropriate number of gallons to be added to
each tank to bring the quantity to the desired levels. Normally the Seminole
should be filled to a standard fuel load of 40 gallons per side and the Seneca
should be filled to a standard fuel load of 50 gallons per side. The requested
fuel amount can be changed prior to your flight if flight objectives require it.
F. If no fuel is needed after your flight, the yellow “No Services Required”
card should be displayed in the windscreen.
G. A servicing card shall be placed in the windscreen after every flight.
However, every aircraft may not get fueled after every flight. If you
determine that you have enough fuel to safely complete your flight with
reserve, you do not have to wait to be fueled.
WMU91.156 Aircraft Fueling Procedure Away From BTL

A. When fueling away from Battle Creek, fuel may be purchased using the
COA fuel credit card checked out from the Dispatch Office prior to your
CHANGE 12 FOM 91-19 01-03-2008

departure. This card must be requested from Dispatch and a security item,
such as a credit card, or keys, must be left with Dispatch in exchange for the
card.
B. We are a tax-exempt institution, so we do not have to pay all of the taxes on
gasoline purchases. When requesting fuel at an out location, please tell the
attendant that we are tax exempt. A tax exempt certificate is available in the
aircraft tin and our tax-exempt number is on the fuel credit card.
C. The purpose of the fuel credit card is to purchase fuel and oil while away
from Battle Creek. Do not charge any other items such as supplies, landing
fees and ramp fees to this card. The pilot is responsible for all landing and
ramp fees. In the case that an unforeseen expense is incurred, approval must
be received from the CFI or his/her assistant prior to charging it to the fuel
credit card.
D. Upon return to base, the fuel credit card and all receipts shall be returned to
the Dispatch Office. Your security item will then be returned.
WMU91.161 Aircraft Oil Quantity Requirements

A. Oil quantity shall be checked prior to departure for all flights. Under no
condition shall an aircraft be taken for a flight with less than the minimum
oil quantity.
B. Be careful not to overfill the oil quantity past the maximum oil limit below
as it may cause engine damage. Avoid using partial quarts of oil when
servicing the engine because the opened oil container may leak in the aircraft
cabin.
C. While the aircraft manufacturer may have specific minimum oil levels for
flight, the following shall be the minimum and maximum oil quantities
established for Western operations.
Aircraft Type WMU Minimum Oil Maximum Oil

Cessna 172R 6 8
Cirrus SR20 6 8
Cirrus SR22 6 8
Piper Arrow 6 8
Piper Seminole 6 8
Piper Seneca 6 8
D. Caution should be used when checking oil because of the tendency to tighten
the screw-down type of oil dipsticks TOO TIGHT! This causes undue delay
CHANGE 12 FOM 91-20 01-03-2008

and, in some cases, equipment damage in removal. For screw-down
dipsticks, tighten dipsticks only 1/8 turn past “0” ring contact. This will
ensure proper security, and allow “hand” removal.
WMU91.166 Aircraft Safety Equipment

A. Pilots shall make use of hearing protection on every flight. This shall include
headsets on dual or team-ride flights. A headset or earplugs may be used for
solo flights.
B. Immediately upon entering the airplane, the pilot and occupants shall fasten
seat belts and shoulder harness.
C. All aircraft are equipped with fire extinguishers and First Aid/Survival Kits.
Pilots shall become familiar with their use and location in the aircraft prior
to flight. Each First Aid/Survival Kit will have a tamper resistant seal. If
the First Aid/Survival Kit is missing from your aircraft or the tamper
resistant seal is broken, you must inform the Dispatch Office immediately
and discontinue the flight until the item(s) are replaced.
D. All WMU aircraft have carbon monoxide (CO) detectors installed. The CO
detector is on the panel in sight of the crew. Special attention should be
placed on monitoring the condition of the CO detector. This is especially
important during times that cabin heat is used. If the CO detector indicates
CO is present, the following shall be accomplished by the crew:
1. Close or turn off any cabin heat source.
2. Close any fresh air vents that pass through the engine firewall.
3. Open other fresh air vents and/or windows/doors as applicable.
4. Declare an emergency and land at the nearest suitable airfield.
WMU91.168 In-Flight Guides

A. It is expected that all pilots utilizing WMU aircraft will acquire a personal
copy of the In-Flight Guide and use it throughout their training.
B. The following guidelines will assist in the more functional utilization of the
In-Flight Guide.
1. AZO Operations vs. BTL Operations
a. Kalamazoo procedure pages have a green bottom border & Battle
Creek procedure pages have a blue bottom border. This is a feature
that allows a quick glance for the pilot to determine the area
procedures in the guide.
b. The guide was designed for only one of the two area procedures at a
time. If you choose to use it with both sections, the tabs will not take
you the correct pages. With this in mind it is not recommended that
you use both sections simultaneously. It is recommended that you
CHANGE 12 FOM 91-21 01-03-2008

remove the section that you are not currently using. Please retain
these pages for future use.
2. Laminated Pages
a. The guide was printed on heavy weight glossy paper, this gives the
impression that you can write and erase on them all. The following
pages are the only pages that were laminated and are intended for use
with the supplied grease pencil or dry erase markers.
a) Weather Brief
b) Aircraft Performance Data & Aircraft Weight & Balance
c) ATIS & Notes
d) Flight Plan & PIREP Form
WMU91.171 Checklists
A. When operating WMU aircraft, pilots shall use appropriate checklist for all
normal operations. For emergency operations, memory drills should be
accomplished as required and followed up with a physical checklist when
time permits.
B. If at any time the flow of a checklist is interrupted and the pilot can not be
certain as to where he/she left off, the pilot should return to the beginning of
that section and complete the entire checklist.
WMU91.176 Hand Propping and Starting of Aircraft

A. No pilot shall attempt to hand start or prop WMU aircraft.
B. No WMU aircraft shall be started unless a qualified/certificated operator is
in the cockpit.
C. No aircraft engines should not be started or operated in any way while the
aircraft is located in a hangar. Furthermore, care should always be exercised
to ensure that propeller blast does not disrupt any operations, cause harm to
nearby personnel, or cause damage to nearby aircraft and equipment.
WMU91.181 Aircraft Ground Operations

A. The beacon/anti-collision lights shall be turned on prior to engine start to
warn nearby operators of your intent to start the aircraft.
B. Pilots, instructors, and passengers will enplane and deplane an aircraft only
when the engine is off. The only exception is that the flight instructor may
deplane on dual-to-solo operations when the ramp area is clear of
contaminants (snow, ice, wet, etc). This exception shall only be permitted in
Cessna aircraft and the flight instructor must remain behind the wing strut at
all times while exiting the aircraft.
C. Pilots must be aware of the proximity of hangars, persons, objects, and other
CHANGE 12 FOM 91-22 01-03-2008

aircraft prior to start up. Pilot must position their aircraft accordingly to not
blow debris or cause an excessive wake in their direction.
D. The WMU ramp (and any ramp) is a NO WAKE Zone!!! Engine RPM must
be kept at a minimum for movement. This means idle +200 RPM maximum;
1000 RPM is too high once the aircraft is moving!
E. When operating in a “congested area” the aircraft shall only taxi at a pace no
greater than a brisk walk. In any case, the aircraft shall not be taxied at a
pace where in the event of a mechanical malfunction of the brakes and or
steering there would be a cause of danger to other aircraft or people. At all
times the aircraft shall be controlled as if the aircraft were operating on a
slippery surface.
F. In other than congested areas the aircraft must be taxied at a pace where the
aircraft can be controlled in the event of a malfunction and stopped without
the hazard of collision.
G. A congested area is an area where other objects i.e. people, aircraft,
buildings etc. are within a wingspan of the aircraft. Propeller blast must be
kept to a minimum when operating in a congested area.
H. Cessna alert notices indicate excessive loads on the horizontal stabilizer due
to improper ground handling can cause cracks in the forward attachment
stiffener. Therefore, tow-bars should be the only means used to position or
turn an aircraft during ground handling.
WMU91.183 Aircraft Taxi Operations

In accordance with AC 91-73A (SINGLE-PILOT PROCEDURES DURING
TAXI) the following procedures shall be followed.
A. Pilots should take some time and study the airport layout. An airport
diagram should be readily available for use by the pilot. Pre-taxi plans
should focus on the departure airport, and pre-landing plans should be
focused on the arrival airport. The expected taxi route should be checked
against the airport diagram or taxi chart, and special attention paid to any
unique or complex intersections along the taxi route (e.g., transitioning
through complex intersections, crossing intervening runways, entering and
lining up on the runway for takeoff, and approaching and lining up on the
runway for landing).
B. Airport diagrams for BTL and AZO are available in the In-Flight Guide and
shall be utilized by the pilot when the aircraft is being taxied at these
airports. For flights with planned landings other than BTL and AZO the
pilots shall ensure they have a current taxi diagram for their intended airport.
C. Taxi diagrams are available from many different sources. Current
instrument approach charts would be the ideal method, however not all
CHANGE 12 FOM 91-23 01-03-2008

airports are available from these charts. For airports not included in
instrument approach charts the following websites provide taxi diagrams
available for printing.
1. www.michigan.gov/aero/
2. www.aopa.com
D. Regardless of the source, any taxi diagram utilized by the pilot shall be
checked against current NOTAMS for that airport.
WMU91.186 Parking and Securing of Aircraft

A. At the termination of all flights, the airplane shall be appropriately secured
with controls locked, wheels chocked and doors secured. For all single
engine aircraft, the pilot should ensure both main gear are chocked when the
aircraft is not in use. For multi-engine aircraft it is acceptable to chock just
the nose gear. If the pilot leaves the aircraft for any time, the aircraft should
be chocked and doors secured.
B. Make sure all “After Landing”, “Engine Shutdown”, and “Securing”
Checklists items have been completed.
C. Securing airplanes at cross-country stops shall be as follows:
1. Be alert for hazards associated with prop wash and/or wind gusts, etc.,
when operating around or parking in the vicinity of a large airplane
operations area.
2. DO NOT leave an airplane parked on a flight line without securing it.
(Chocks will be OK if you keep the airplane in sight.) The aircraft shall
be locked with the control lock installed. Throttle locks shall also be
installed if available.
3. Avoid air carrier terminal areas. Go to itinerant general aviation area for
logbook signing, fuel, etc.
4. Avoid any unnecessary stops unless required by contingencies or
unforecasted weather.
5. If an extended or overnight stay is required, the aircraft should be
hangared if possible. If hangaring is not possible, the aircraft must be
securely tied down and chocked. Financial charges for securing the
aircraft are the responsibility of the pilot unless prior approval is obtained
from the CFI or his/her assistant.
D. Parking of aircraft at the Battle Creek airport shall be in accordance with the
following procedures:
1. Cirrus aircraft should be parked on the Terminal Ramp during normal
operations.
2. Parking of aircraft on the Terminal Ramp must be on the parking lines
only. Do not park on any area of the Terminal Ramp that is not marked.
CHANGE 12 FOM 91-24 01-03-2008

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

A. Pilots shall report all abnormal aircraft conditions or situations occurring
during the operation of WMU aircraft. Some examples may include but are
not limited to the following:
1. Hard Landings
2. Nose Wheel First Landings
3. Unintentional Spins
4. Uncommanded power loss
5. Tail Strikes
6. Bird Strikes
7. Runway Excursions (See WMU91.193)
8. Severe Turbulence Encounters
CHANGE 12 FOM 91-25 01-03-2008

9. High Aircraft Load Factors
10. Exceeding Any Aircraft Limitation (See WMU91.196)
11. Any Occurrence That May Have Caused Aircraft/Property Damage or
Effect The Safety of Future Flights
B. All abnormalities of aircraft operation shall be reported to the SOF and
maintenance department adhering to the procedure in this part.
WMU 91.193 Taxiway and Runway Excursions

A. If at anytime during aircraft operations, a pilot inadvertently departs the
intended operating surface such as the ramp, taxiway or runway, the pilot
shall allow the aircraft to safely come to rest and avoid further movement.
Continued movement on surfaces that are not intended for aircraft movement
may cause damage to the aircraft and possible personal injury.
B. If a pilot encounters a taxiway or runway excursion, that pilot should, if
applicable, notify ATC to report the situation as soon as practicable, and
then secure the aircraft by following the shutdown and securing checklists.
After securing the aircraft, the pilot shall notify the SOF prior to further
operations.
WMU91.196 Pilot Actions After Exceeding Aircraft Limitations

If a pilot encounters a situation where aircraft limitations have been exceeded,
the following procedures should be followed:
1. If the limitation involved operating an aircraft system, such as the gear or
flaps, above its operating speed, leave the gear and flaps in their current
position, limit airspeed appropriately and return to base or suitable
airfield. This was based on the idea that if the gear or flaps were
damaged, further damage or failure may occur by using them further.
2. If practical, accomplish a "controllability check" to evaluate aircraft
handling characteristics that may have changed as a result of an
overspeed (or possible structural damage). The “controllability check”
should be accomplished at a reasonably high altitude, away from any
built up areas and be limited to normal flight procedures (climbs,
descents, turns in both directions, airspeeds from cruise to approach.)
WMU91.201 Reporting Aircraft and FTD Abnormalities at BTL

A. Pilots shall report all unusual or irregular aircraft conditions to the
maintenance department and the SOF. The aircraft shall NOT be used again
until the maintenance staff determines its airworthiness.
B. If an aircraft condition irregularity is noted on preflight inspection or during
the flight, the pilot, instructor, and dispatcher shall follow the following
CHANGE 12 FOM 91-26 01-03-2008

procedure:
1. The pilot shall report the condition to the SOF and maintenance
personnel. Be as descriptive as you can about the problem and any
measures you have taken to rectify it.
2. The flight instructor/maintenance personnel will note the condition in the
YELLOW Airplane Condition Report booklet in the aircraft tin. The
aircraft tin must be delivered to maintenance personnel and will be
retained by them until the aircraft is returned to service as airworthy.
3. Only one aircraft squawk/defect shall be entered on a sheet in the
YELLOW Airplane Condition Report booklet. If there is more than one
defect/condition to report, you must use a new sheet.
4. The “Airplane Condition Report” booklet shall be placed on the top of
the aircraft tin after the discrepancy is written on it.
5. The pilot shall inform the Dispatch Office of the condition of the aircraft
along with the appropriate aircraft time information.
6. Dispatch will ground the aircraft and coordinate with maintenance for its
return to service.
7. Maintenance shall return the tin to dispatch when the condition is
repaired or appropriately deferred. The Return to Service Authorization
must be filled out and signed by qualified maintenance personnel before
the aircraft can fly again.
C. If the discrepancy is noted after aircraft startup, the pilot shall park the
aircraft by the maintenance hangar at the conclusion of the flight.
D. The yellow “Airplane Condition Report” booklet is the only place that
discrepancies can be made, do not put them on any other form.
WMU91.206 Reporting Aircraft Abnormalities Away From BTL

A. If an aircraft abnormality occurs anywhere other than BTL, the following
procedure shall be followed:
1. After aircraft shutdown and prior to contacting WMU, write down
precise information concerning the abnormality including any measures
taken to remedy the problem.
2. Secure the aircraft. You are responsible for the safety of the aircraft until
it is returned back to base.
3. Locate a phone and phone number that you can be contacted at so WMU
may call you back as necessary.
4. Call the Dispatch Office and report the abnormality and follow their
instructions. If dispatch is not available call the appropriate SOF number
listed on the inside of the aircraft clipboard.
B. The Chief of Maintenance or his/her designee must approve any repairs or
CHANGE 12 FOM 91-27 01-03-2008

maintenance actions prior to them being performed. Pilots will be held
personally liable for unauthorized maintenance billings and additional
damage costs resulting from unauthorized repairs.
C. All expenses resulting from an extended delay due to aircraft maintenance
required away from BTL must be approved by the COA prior to the expense
to be considered for reimbursement. Reimbursement of expenses is at the
discretion of the COA.
WMU91.211 Coordinating Repair of Aircraft Abnormalities

To minimize interruptions to the maintenance department, pilots should address
any inquiries about specific aircraft availability directly to dispatch, or the SOF,
who will in turn coordinate with the maintenance office.
WMU91.216 Unprogrammed Landings

A. Any pilot making an unauthorized or unintended landing at any point other
than their approved flight-planned destination shall not attempt to take-off
again without approval from the SOF.
B. The pilot shall contact the SOF as soon as possible after landing, explaining
the full circumstances of the landing, giving their location and reporting any
damage.
C. If a flight plan had been filed the pilot must inform Flight Service of the
deviation no later than 30 min. after their ETA.
WMU91.221 Use of Western Aircraft Call Signs

A. WMU has entered an agreement with the Kalamazoo and Battle Creek ATC
establishing alternate aircraft call signs for the Cessna aircraft along with
procedures and responsibilities for using these locally approved call signs in
accordance with Federal Aviation Regulations.
B. WMU students and staff are authorized to use the “Western” call sign only
when the following conditions are met:
1. When communicating with Kalamazoo or Battle Creek ATC.
2. When operating locally VFR.
C. Western Call Signs shall be used at all times when operating VFR and
communicating with BTL or AZO ATC. This includes arriving and
departing on cross-country flights and practice approaches.
D. WMU shall not file flight plans using “Western” call signs.
E. When operating at Battle Creek only, the following Western call sign
prefixes shall be used:
1. When operating dual, use the normal “Western” call sign. Ex. “Western
74”
CHANGE 12 FOM 91-28 01-03-2008

2. When operating solo as a student pilot prefix the “Western” call sign with
the numeral “1”. Ex. “Western 174”
3. When operating solo as a private or commercial pilot or while operating
as a team ride, prefix the “Western” call sign with the numeral “2”. Ex.
“Western 274”
4. When operating as a maintenance test flight, prefix the “Western” call
sign with the numeral “9”. Ex. “Western 974”
F. In NO case shall pilots use the aircraft N-Number call sign, and then switch
to a Western number or vice-versa with the same ATC facility, as this would
create controller confusion.
WMU91.226 Runway Incursions and Assignments

A. Extreme vigilance must be observed during ground operations to follow taxi
instructions properly and prevent runway incursion incidents.
B. All hold short instructions from ATC must be read back, including what
runway or taxiway you will be holding short of. Anytime you are not
perfectly clear on a hold short instruction, ask ATC for clarification before
proceeding.
C. When clearing the runway after landing, you must stop prior to entering the
next taxiway and contact ground control for taxi clearance unless instructed
otherwise by ATC. You should clear the runway at the first available
taxiway that is practicable. You can never clear the landing runway onto
another runway without prior ATC permission; you must proceed to the next
available taxiway.
D. Pilots are cautioned and reminded NOT TO ACCEPT a runway assignment
and restrictions by ATC, which exceeds airplane or pilot limitations. The
tower will not automatically assign the most favorable runway. It is the
pilot’s responsibility to determine and request an alternate, if necessary. If an
alternate is not granted, DO NOT LAND!!!! Fly to a different airport and
call the SOF for assistance.
WMU91.231 Minimum Safe Altitudes

A. All Flights will be conducted so as not to annoy the population. No
unwarranted low flying or buzzing in general will be tolerated. Any person
engaging in these activities will be suspended from the flight program.
B. Minimum altitude for all “airwork” maneuvers is as follows:
1. Single engine aircraft 1,500’ AGL
2. Multi engine aircraft 3,000’ AGL for symmetric operations.
3. Multi engine aircraft 4,000’ AGL for asymmetric operations.
4. If visual maneuvers are conducted above cloud, the minimum altitude
CHANGE 12 FOM 91-29 01-03-2008

shall be that which is necessary to ensure recovery at least 1,000’ above
cloud top or in accordance with 1, 2, or 3 above, whichever is greater.
C. For low altitude work, WMU Pilots shall never go below 500’ AGL at any
time except when making takeoffs and landings.
D. Pilots shall never practice forced landings, emergency procedures, or any
maneuver below an altitude of 500’ AGL except takeoffs and landings at an
authorized airport.
WMU91.236 Noise Abatement Procedures

A. The following procedures will be regularly taught and practiced to control
noise generated by WMU airplanes in any noise sensitive area. Students
should understand that noise abatement will be a concern throughout their
career as professional aviators.
1. Adhere to 1000' traffic pattern for arrivals unless otherwise posted or
specified in the Airport Facilities Directory. (Traffic Pattern for AZO is
1,674 MSL - 800 AGL.)
2. Use maximum rate of climb speeds for first 1000 feet of climb.
3. Plan departure and arrival turns to avoid noise sensitive areas as
consistent with safety and good operating practice.
4. DO NOT reduce power for climb unless this is a part of normal climb.
5. Fly at least 2000 feet above noise sensitive areas when weather permits.
6. When approaching to land, maintain an approach profile at least on or
above VASI or Glideslope, if available.
7. Night flying is especially irritating to airport neighbors. Avoid
continuous or repetitive landings or approaches over congested area.
B. For noise abatement purposes, WMU pilots shall avoid flight below 1500’
AGL with a 2.5 mile radius of the city of Dowling.
C. For noise abatement purposes at AZO, the following shall be followed.
1. No WMU aircraft shall be operated between the hours of 12:00 A.M. and
6:00 A.M. unless approved by the Chief Flight Instructor or his/her
assistant.
2. All pilots terminating their flight at AZO shall make every reasonable
effort to complete their final landing by 12:00 A.M. local time. If this is
not possible due to an emergency or other extraordinary circumstance,
and the flight arrives back at AZO after 12:00 A.M., one final landing
should be made. If a landing is made after 12:00A.M., a report shall be
submitted to the Chief Flight Instructor justifying the after hours
operation.
3. During night operations prior to 12:00 A.M., pilots should limit their
night activity in the traffic pattern to two landings. This restriction begins
CHANGE 12 FOM 91-30 01-03-2008

at the beginning of night or 9:00 P.M., whichever is later. This
restriction does not apply to flight instructors obtaining or maintaining
their night currency. In this case, a limit of four landings should be
adhered to.
4. All pilots should exercise common sense with emphasis toward noise
abatement and good neighbor practices while operating at night at
Kalamazoo. Examples of this include:
a. If the lesson calls for repeated pattern work, consider using alternate
airports in addition to AZO.
b. If calm winds exist and operations permit, consider using a runway
that places the full power climb over less populated areas.
c. Consider climbing at Vx while over airport property. This will place
the aircraft at a higher altitude when flying over residential
neighborhoods.
WMU91.241 Practice Areas

A. Practice areas are developed to maintain an orderly utilization of airspace for
training flights. A description of these practice areas is provided in
Appendix B of this manual. Additionally, practice areas are clearly
identified on the In-Flight Guide. Pilots will be responsible for knowing the
boundaries of all areas and remaining within the area on all local flights.
B. Dispatch will assign practice areas to each flight crew. Any diversion from
the assigned area must be approved by the SOF. The purpose of this is to
reduce congestion and increase safety in the practice areas.
C. All pilots are cautioned that it is possible to become disoriented during
training flights. It is good practice, therefore, to remain within the practice
area and keep a known landmark in sight, such as the airport or I-94. If lost
while in the practice area, call radar and ask for help.
D. Aircraft proceeding to the practice area shall climb to 3,000' MSL (with
appropriate ceilings) and aircraft returning from the practice area should
maintain an altitude at or below 2,500' MSL. This altitude separation will
assist in collision avoidance efforts.
NOTE: A10s from the Michigan National Guard base routinely fly at
2,500'msl in the vicinity of BTL.
WMU19.243 IFR Departures to “VFR On Top”

A. Practice areas for “VFR on Top” are defined in Appendix B of this manual.
These practice areas have been created to ensure pilots that are operating
“VFR on Top” have guidance to enhance traffic management and assist in
collision avoidance practices.
CHANGE 12 FOM 91-31 01-03-2008

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

the center of the close boundary of the practice area. This will ensure
that the fix in contained in airspace controlled by Kalamazoo Approach.
Example: If the practice area you are filing to is identified by the 030 and
the 060 radials from BTL and the 15 and 25 DME arcs, the fix that should
be filed to would be the 045 radial, 15 DME. This would be identified in the
route section as “BTL045015”.
4. The cruising altitude filed should be an IFR altitude between 4,000 and
10,000 MSL.
E. The following is an example of a flight plan filed out to “VFR on Top”.
Note that the alternate airport in this example is the same as the departure
airport.
CHANGE 12 FOM 91-32 01-03-2008

X N48TG SR20-G 112 KBTL 1635 6000
Direct BTL045015
KBTL 1 15 to VFR on Top
S.Tkachuk Address on File BTL

3 45 KSBN 3
WMU Public Safety (269) 387-5555
White
F. Once the pilot is in VMC conditions and can safely maintain VFR weather
minimums the pilot should report to ATC that they are in VMC and cancel
their IFR clearance and terminate TRSA services.
G. When the pilot is ready to return to base, the pilot should notify Kalamazoo
Approach of their intent for return.
H. Instrument Practice Area “Delta-1” should be avoided when BTL is
operating on runway 23. Instrument Practice area “Foxtrot-3” should be
avoided when AZO is operating on Runway 17.
I. If a pilot experiences lost communications while operating “VFR on Top”
the pilot should follow lost communication procedures in accordance with
regulations and the AIM.
WMU91.246 Cross-Country Flight

A. Pilots flying cross-country training flights out of the immediate vicinity of
the BTL local practice areas, shall complete all preparations required for
local flights and:
1. Complete the cross-country sign-out sheet and all flight planning.
2. Submit planning to a flight instructor for checkout and authorization.
3. Leave completed, signed, cross-country sheet with the SOF prior to
departure.
B. All pilots utilizing WMU aircraft on cross country flights shall:
CHANGE 12 FOM 91-33 01-03-2008

1. File a VFR or IFR flight plan.
2. Plan at least one FSS contact for each 100 miles of flight. (For altimeter
settings, weather updates, etc.)
3. Plan alternate courses of action for mechanical, weather, or situational
problems, i.e. airports or runways closed, VOR inoperative, etc.
4. Call in to the SOF to update their progress en route. A call to the SOF
shall be made whenever possible at each airport where a full stop landing
is made and the aircraft is shut down. The pilot shall inform the SOF the
airport of landing and the estimated departure time for the next leg.
a. To facilitate this, the following SOF/dispatch telephone numbers
should be used. These numbers are also located in each aircraft tin.
SOF...................................................... (269) 217-1541
Dispatch............................................... (269) 964-4037
Dispatch (Toll Free) ............................ 1-877-4 WMU FLY
1-877-496-8359
5. Notify the SOF and flight dispatcher ASAP when flight is completed or
when a delay of more than 30 minutes is encountered
6. Make all traffic patterns at non-controlled airports in accordance with
procedures outline in the Aeronautical Information Manual (i.e. enter
traffic in counter-clockwise left flow with at least downwind leg and base
leg). Check airport directory for non-standard traffic pattern.
7. Tie-down and secure the aircraft when flight is completed, or in the event
of unscheduled delays en route.
C. All cross-country training flights in the private pilot course without an
instructor on board are to be flown solo.
D. All cross-country training flights beyond the private pilot course without an
instructor on board may be flown as a team ride lesson as long as all of the
following are met:
1. The team rider is at least a private pilot currently enrolled and actively
flying in WMU flight program,
2. The student’s flight instructor approves the flight, and,
3. The flight course syllabus does not require solo flight for that lesson.
E. No solo student pilot cross-country shall/will be authorized which starts or
returns at night.
F. No solo student pilot cross-country shall be authorized or initiated when the
planned estimated time of arrival is within 1/2 hour of sunset. If while en
route the flight is delayed which results in an ETA within 1/2 hour of sunset,
the pilot shall contact the SOF for advice and information.
G. With the exception of AVS 4990 students, solo/teamride night cross-country
flights for training shall be limited to the following destinations: GRR, LAN,
CHANGE 12 FOM 91-34 01-03-2008

MKG, SBN, FWA, TOL, FNT
H. Destination cross-country airports for AVS 4990 students shall be chosen
from the list provided in WMU71.11 as long as the following conditions are
met:
1. The airport has a runway of intended use of at least 4,500’
2. The airport has fuel services during the entire time of visit.
3. The airport is attended during the entire time of visit.
WMU91.251 Runway Intersection Departures

A. Intersection departures in single engine aircraft are permitted only when at
least 4000’ of usable runway remaining is available for takeoff.
B. Intersection departures in multi-engine aircraft are permitted only when the
runway remaining available for takeoff is within the balance field length for
the aircraft.
WMU91.253 Stabilized Approach

A. All pilots flying WMU aircraft shall strive for a stabilized approach
throughout final approach, flare and touchdown.
B. Under normal conditions, the following should be obtained and maintained
throughout final approach and must be obtained prior to initiating the
landing flare.
1. The aircraft is on glide path
2. The aircraft is aligned with the extended centerline of the runway
3. The aircraft is at recommended approach speed
4. The aircraft is configured for landing
5. The pilot has been cleared for landing (if applicable)
C. If the pilot has not obtained the above criteria prior to 50’ AGL for single
engine aircraft, 100’ AGL feet for multi engine aircraft and 300’ AGL for
asymmetric multi engine approaches, the pilot should consider executing a
go-around.
WMU91.256 Touch and Go Limitations

A. The touch and go is a complex maneuver that involves landing, taxing and
takeoff. It is the pilot’s responsibility to ensure adequate remaining runway
length and proper aircraft configuration prior to executing the take-off.
B. Student pilots may not perform touch and goes during their initial two solo
flights. Performance of touch and goes by student pilots after the initial two
solo flights must be approved by the student’s flight instructor.
C. Solo students may not perform touch and goes unless prior approved by a
flight instructor and properly endorsed on their PQ card.
CHANGE 12 FOM 91-35 01-03-2008

D. Touch and goes in non-complex aircraft require a runway length of at least
3000 feet.
E. Touch and goes in complex aircraft shall be conducted only when all the
following conditions exist. These conditions are:
1. Dual flights only.
2. Minimum runway length of 4,500'.
3. Daytime operations only.
4. The aircraft is configured for takeoff prior to advancing power.
5. No more than 3 approaches of any type can be made consecutively. After
3 approaches, a break from the traffic pattern must be accomplished prior
to further traffic pattern practice. Such breaks include but are not limited
to: flight to a local airport, flight out to the practice area and back or
conducting a full stop landing and taxiing back for takeoff.
F. Caution shall be exercised while performing touch and goes in complex
aircraft for the potential of inadvertent gear retraction and the pilot’s
tendency to lose directional control during distraction of transition from
landing to takeoff configuration.
WMU91.261 Stop and Go Limitations

A. Single engine aircraft are permitted to attempt takeoff after a full stop
landing only if at least 4000’ of usable runway remains that is available for
takeoff.
B. Multi-engine aircraft are permitted to attempt takeoff after the full stop
landing only if the runway remaining available for takeoff is within the
balance field length for the aircraft.
C. It is the pilot’s responsibility to ensure adequate remaining runway length
and proper aircraft configuration prior to executing the take-off.
WMU91.266 Complex Aircraft Operations

A. Retractable Landing Gear System Malfunction
If a landing gear malfunction occurs in a WMU complex airplane, pilots
and/or instructors are expected to follow manufacturer’s recommended
procedure for emergency landing gear extension, as required. In addition,
the following procedures shall be followed:
1. Always designate someone to fly the airplane.
2. If the gear cannot be confirmed down and locked, recycle the gear one
time only, then lower using the emergency procedure.
3. If the gear is down and locked and gear trouble is suspected, do not raise
or cycle gear to check for trouble. Return to operations for a maintenance
check.
CHANGE 12 FOM 91-36 01-03-2008

4. If the problem cannot be resolved, declare an emergency for landing.
5. If possible make a preliminary fly-by of the control tower for a gear
visual check.
6. If the problem is in the BTL area during normal hours and situation
permits, have tower contact WMU Aviation for suggestions and/or
directions.
7. Follow flight manual procedures for landing as situation dictates.
8. Do not attempt any “Heroic” plane saving maneuvers or procedures that
add an element of risk to the operation.
B. Avoidance of Inadvertent Landing Gear Retraction and/or Gear Up Landings
1. Our operation is particularly vulnerable to this type of accident because
of the similarities between airplane types, and continual pilot shifting
from fixed to retractable gear airplanes.
2. The following guidelines are absolutely necessary to observe:
a. If you believe you cannot have a gear up accident, Don’t fly WMU
retractable gear airplanes.
b. Make a clear and precise check of each checklist item.
c. Exercise extreme vigilance when routinely switching airplane types.
d. Never overlook or override a gear warning system. If an irregularity
occurs, leave the gear in the down position. If green light is noted,
never recycle!
e. Leave your hand on the throttle during takeoff and landing roll.
f. Unless an emergency condition exists, the gear shall be extended by
the final descent point (abeam the numbers, glide slope intercept, let
down from FAF, etc.)
g. Remember that the airplane is very happy to land with the gear up.
The pilot is the critical difference!
WMU91.269 Braking and Tire Protection

A. To help protect tires and minimize the chance of skidding and blown tires,
the following should be avoided:
1. Braking while in excess of 50 KIAS. Braking should not occur until the
aircraft has decelerated to less than 50 KIAS.
2. Dragging brakes while taxiing for departure in snow or slush. This results
in brake disk heating, melted snow and frozen brakes.
3. Landing with brakes on - feet too high on rudder pedals.
4. Heavy excessive braking on landing roll, especially while turning.
5. Locking brakes upon landing on icy runway and sliding onto bare patch.
6. Letting weight shift forward during landing rollout (elevator forward).
B. Tire condition shall be noted during post flight inspection, and any damage
CHANGE 12 FOM 91-37 01-03-2008

or excessive wear reported to the maintenance department.
WMU91.271 Intentional Spins & Aerobatic Flight

A. Except for the following, aerobatic maneuvers are prohibited in WMU
aircraft.
1. Chandelles and lazy eight’s are permitted in all airplanes.
2. Spins are approved in designated Cessna 172's only.
B. Due to the possibility of high structural loads incurred during spin training,
the following limitations shall be observed pertaining to spin instruction and
practice in University airplanes:
1. Spins shall be not more than TWO (2) turns for demonstration and ONE
(1) turn for practice.
2. Spins shall be done ONLY in approved airplanes and in areas approved
for such maneuvers.
C. Spins shall not be initiated below an altitude that will not allow recovery by
3000' AGL (4000' MSL locally) for all aircraft.
WMU91.276 Prohibited Solo/PIC/Team Ride Maneuvers

A. The following maneuvers are not approved for flights without an
appropriately rated WMU flight instructor on board.
1. Intentional Spins
2. Unusual Attitude Recoveries
3. Emergency Descents
4. All multi-engine operations involving single engine operations either
simulated or actual
B. Pilots shall report any performance of a prohibited maneuver to the SOF
upon completion of the flight.
WMU91.281 Formation Flying

There will be no formation flying with WMU aircraft without prior arrangement
and approval from the CFI, DO, and DSS. This includes any intentional flight
within one mile of another aircraft.
WMU91.286 Right Seat Flying

A. Right seat flying is authorized for current WMU flight instructors and AVS
4040, 4060, and 4090 students who are flying dual with their flight
instructor.
B. Student flight from the right seat on solo or team ride flights shall be
accomplished only by flight instructor candidates who have been checked
out for right seat flying and are appropriately endorsed on their PQ card.
CHANGE 12 FOM 91-38 01-03-2008

C. Student flight from the right seat on team ride flights may only be
accomplished when the team rider is a student in one of the flight instructor
courses.
D. For team ride flights that are not part of the flight instructor course, the PF
must be seated in the left seat. Temporary control may be given to the PNF
in the right seat during non-critical phases of flight if deemed necessary by
the PF.
WMU91.291 Intentional Over-flight Restrictions

A. Intentional over-flights and circling of certain areas are restricted for safety,
security, and to avoid nuisance complaints. These areas should be avoided
unless it is necessary to over fly them during standard arrival, en route, or
departure procedures.
B. The following areas are restricted as described above:
1. City of Battle Creek
2. City of Kalamazoo
3. Western Michigan University Campus
4. Any public events
WMU91.296 GPS Utilization

A. To increase situational awareness while in the traffic pattern, all pilots on
non-dual flights shall tune the GPS receiver for direct flight to the
destination airport when it is not being used for another purpose such as
DME, GPS approaches, or navigation.
B. GPS usage on dual flights will be at the discretion of the flight instructor on
setting the GPS according to the objectives for the lesson.
C. All students must be able to program and use Basic GPS functions prior to
solo flight.
WMU91.301 Use of Aircraft External Lights

A. Beacon lights should be on at all times when the aircraft engine is running.
B. Strobe lights shall be used at all times when the airplane is airborne unless
safety dictates otherwise.
C. Taxi lights shall be used at all times when the airplane is moving during
ground operations. The taxi light shall be turned off when the aircraft comes
to a stop after taxi.
D. For takeoffs, the taxi light shall be turned on when the pilot is cleared onto
the runway for takeoff and the landing light shall be turned on when the pilot
receives the takeoff clearance.
E. Operation Lights On
CHANGE 12 FOM 91-39 01-03-2008

1. Pilots are encouraged to use landing, taxi, and recognition lights for all
takeoffs and landings and any operations within the delta airspace of
BTL. This makes your aircraft more visible to other aircraft and the
ATCT personnel. For aircraft that have pulse lights installed, it is
recommended to use the pulse light instead of the taxi and landing light
during daytime operations. Caution: The use of the pulse light at night
during takeoff or landing can lead to visual illusions.
2. All unnecessary lights shall be shut off after clearing the runway on
landing.
F. Aircraft navigation position lights should be on for all ground and flight
operations from sunset to sunrise.
WMU91.306 Cessna 172R Engine Loss of Power Considerations

A. There have been some pilot reports of engines failing to respond to throttle
advancement, mainly during the recovery phase of the performance of power
off stall procedures.
B. This problem has been attributed to:
1. Very rapid throttle advance, and/or
2. Excessively rich mixture due to possible incorrect adjustments on the fuel
control unit. All pilots should be familiar with the recommended leaning
techniques in the flight training environment found in Section 4 of the
Cessna 172R Information Manual.
C. To minimize the likelihood of power loss, it is essential that pilots keep
SOME power applied to the engine while performing “power-off”
maneuvers. This is critically important while performing “power-off”
maneuvers with high pitch attitudes such as a power-off stall. When
performing such maneuvers, the throttle should be brought back to idle plus
a few hundred RPM. In the case of power-off stalls, this power setting is
approximately 1300 RPM.
D. If during normal training maneuvers the engine does not respond after the
throttle had been advanced, and the propeller is still windmilling, follow one
of the two following procedures:
1. Retard the throttle to idle and slowly advance the throttle to the full open
position. [Slowly advancing the throttle means that the pilot should take
approximately two seconds to advance the throttle from the idle position
to the full open position.]
2. Leave the throttle open, but lean the mixture until the engine responds.
E. If either of these actions fail to have the engine respond or the propeller
stops windmilling, follow normal engine failure emergency procedures.
CHANGE 12 FOM 91-40 01-03-2008

WMU91.313 Cirrus Training Resources
A. The College of Aviation maintains Cirrus training resources located on the
college’s network “H” drive within a folder called “Cirrus Design”.
Contained within this folder, are electronic copies of such documents as the
pilots operating handbooks, aircraft avionics manuals, pilot training bulletins
and safety advisories.
B. Additional Cirrus training resources can be found at numerous websites
including:
1. Cirrus Owners and Pilots Association web site at
http://www.cirruspilots.org/
2. Cirrus’ website at http://www.cirrusdesign.com/
3. MyCirrus website located at http://www.cirruslink.com/mycirrus/
4. Pilots World website located at http://www.cirrusdesign.com/pilotsworld/
WMU91.313 Cirrus Engine Instrumentation

A. In order to assist pilots in monitoring engine health, the PFD/MFD will
highlight any engine parameters that are not within normal operating
conditions. “Caution zone” readings will cause the appropriate
annunciation to turn yellow, while “Warning zone” readings will cause a red
indication. An example is shown in the following image.
(Red) (Yellow)
B. If you encounter an engine reading in yellow, continue to monitor the

situation. If the reading continues to digress from normal, consider
alternative actions that would remedy the situation.
C. If you encounter instrument readings in the red, take immediate appropriate
actions to remedy the situation. This may be as simple as reducing the
throttle slightly if RPM is exceeded a little during takeoff, or it may be as
complex as handling an imminent engine failure if the oil pressure has
dropped below 10 PSI and oil temperature is increasing rapidly.
D. An exception to this is high fuel flow readings displayed in red on the PFD
during takeoff. The instrument range for fuel flow on the SR20 is stated in
the manual as 0-18 GPH. While this is the range, it is not a limitation. Fuel
CHANGE 12 FOM 91-41 01-03-2008

flow is adjusted by maintenance while the aircraft is on the ground with the
electric fuel boost pump off. Occasional readings above 18 GPH will result
with high RPMs at low altitudes when the electric fuel boost pump in on.
E. Please report to maintenance anytime that the fuel flow reading is above 18
GPH and the engine is rough or anytime the fuel flow reading is above 18
GPH during climb beyond pattern altitude.
WMU91.315 Cirrus Landing Profiles

Provided in Appendix D of this manual are profiles to be used to assist in
correctly landing a Cirrus. The main emphasis of these profiles is to minimize
the occurrence of flat landings, wheel barrowing, porpoising and tail strikes.
WMU91.317 Cirrus Door Issues

A. Care must be taken when opening Cirrus doors during periods of high
winds. Wind catching the door and opening it beyond it designed limit will
damage the door actuator and hinges. In addition to requiring additional
maintenance to fix the actuator, the door hinges may get bent out of
alignment creating long term difficulties with respect to getting the doors
closed properly.
B. In light of these difficulties, please implement the following procedures:
1. When opening the door from the outside, do not release your grip on the
door until it is at the fully open position.
2. When opening the door from the inside, hold onto the door handle until
the door is at the fully open position.
3. Do not leave the aircraft unattended with the doors in the open position.
This is especially critical during windy conditions.
WMU91.319 Piper PA34 Vacuum System Failures

A. The first indication of a sheared accessory drive on an engine is a vacuum
pump failure. The following procedure must be followed if a vacuum failure
occurs in flight.
1. The effected engine should be reduced to a zero thrust setting.
2. If a loss of Oil Pressure is noticed before landing, the effected engine
should be shutdown and secured.
3. After landing, you must contact the College of Aviation Maintenance
Department for further instructions and also inform the SOF of the
problem.
B. The flight must be discontinued and no takeoff attempted if any vacuum
failures occur prior to takeoff.
CHANGE 12 FOM 91-42 01-03-2008

WMU91.321 Piper PA34 Single Engine Operations
Due to the design of the accessory section of the PA34 engines, intentional
failure of air-conditioned aircraft shall be limited to the right engine.
SUBPART A - SPECIAL ISSUES FOR BTL OPERATIONS
WMU91.326 Run-Ups at Battle Creek

A. When using Runway 23, Battle Creek ATC typically instructs the pilot to
conduct the run-up at Alpha-1 or Alpha-2 taxiway. When this occurs,
preference should be given to Alpha-1 taxiway.
B. If instructed to Battle Creek ATC to ‘run-up at the T’s’ or ‘run-up west of
the T’s’, the pilot shall conduct their run-up on the snow melt pad just south
of taxiway A-4. The pilot should position the aircraft on the east side of the
orange line.
C. Pilots of twin engine aircraft are expected to taxi to the snow melt pad for
run-up without contacting ground. Initial contact to ground is not required
until run-up is complete.
D. Increased vigilance should be exercised when snow plowing operations are
being conducted.
WMU91.331 Operations in Battle Creek Class D Airspace

A. The following considerations will help BTL ATCT
1. During initial contact to BTL Ground Control you should state in your
transmission that you are at the “Western” ramp.
2. Please keep all radio transmissions short and concise. Repeat only
necessary items on radio calls. Remember to always listen before you
transmit so you don’t step on someone else.
3. A radio call of “Clear of the Class Delta Airspace” is not necessary
unless specifically requested to do so. Due to congestion on BTL tower
frequency, you should not make this radio transmission unless instructed
to do so by BTL tower. When you are clear of the Class Delta Airspace
you are free to make any frequency change you need without notifying
the tower.
4. The term “WILCO” should be used as appropriate phraseology for “will
comply” when non-critical ATC instructions are issued.
5. Standard procedure at BTL will be to report abeam the numbers on the
downwind and state your landing intentions (touch & go, full stop, the
option, or low approach) for every landing. This will provide a better
sequence of traffic and provide better situational awareness for everyone.
CHANGE 12 FOM 91-43 01-03-2008

This report should be made whether the tower asks for it or not.
6. Pilots are expected to be familiar with the visual checkpoints listed on the
In-Flight guide. These visual checkpoints may be used at times by ATC.
B. Once sequenced for approach and landing, it is imperative that you know
who you are following in the pattern. If you loose sight of the traffic you are
following, admit it and tell tower. Do not turn base if you are not sequenced
or if you do not have the preceding traffic in sight.
C. After takeoff when remaining in the Pattern at BTL, no turns shall be made
until the aircraft is at least 1/2 mile past the departure end and within 300’ of
pattern altitude unless approved otherwise by ATC.
D. After takeoff when departing from BTL airport, initial turns from the
runway heading should be initiated when the aircraft is at least 1/2 mile
beyond the departure end of the runway and at least 2000’ MSL. You
should continue to climb as you turn on course to at least 3000’ MSL
(weather permitting) to depart the airport traffic pattern to avoid arrival
traffic at lower altitudes.
E. During practice NDB approaches to runway 23 at BTL the safety pilot must
exercise extreme vigilance on the aircraft’s course. If the final approach
course of your aircraft goes more than halfway toward the opposing
downwind traffic leg for Runway 23, the approach should be terminated
regardless of cockpit instrument indications. This practice will help to avoid
a dangerous head on traffic conflict with downwind pattern traffic.
F. Inform ATC as soon as practical when practicing asymmetric operations at
BTL.
WMU91.336 Gate and Arrival Procedures

A. WMU has entered into a letter of understanding with Battle Creek ATC
outlining procedures to be used for arriving VFR traffic. The procedures
have been established to provide for an orderly flow of VFR traffic returning
from the practice areas back to the traffic pattern. Please refer to the VFR
visual reference book in the Dispatch area for the specific gate identification
descriptions.
B. These Gate and Arrival Procedures are set forth based on normal and routine
operations. These procedures are established to allow standardization to
minimize the risk of returning to BTL. Weather conditions or other factors
affecting the safety of flight may necessitate altering these procedures.
Good judgment shall be exercised while performing or modifying these
procedures.
C. The following general guidelines will apply to gate procedures:
1. The gate procedures will be in effect sunrise to sunset during normal
CHANGE 12 FOM 91-44 01-03-2008

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

13 East gate and South gate
23 South gate and West gate
31 West gate and North gate
D. The following specific procedures will be used for approach gate arrival
procedures:
1. Obtain ATIS and determine which gate you will proceed to.
2. Announce your intentions on the company frequency 123.30 MHz
indicating you are proceeding to the gate.
Example: Alpha area traffic, Western 73 over Turtle Lake, proceeding to
the South Gate.
3. Plan your arrival path to the gate that will provide for a maximum of 90q
turn inbound to the airport. If arriving in a general direction that would
cause a greater than 90q turn inbound to the airport, you should initially
fly to a point that is at least 2 miles abeam the gate. (See example
diagrammed in Appendix B.)
4. Adjust speed so as to arrive over the gate at 110 KIAS for Cessna 172s
and 120 KIAS for Cirrus and all retractable gear aircraft and maintain
that airspeed to the traffic pattern and holding as necessary.
5. At 2 miles prior to reaching the gate, make a final radio call on company
frequency 123.30 MHz indicating your location and that you are
CHANGE 12 FOM 91-45 01-03-2008

switching to tower. After this transmission, switch to BTL tower
frequency 126.825 MHz to monitor traffic levels.
Example: “South gate traffic, Western 73 two miles east of the South gate
switching to tower.”
6. If ATC is instructing pilots to remain clear of the Delta airspace, do not
continue to the gate. Remain clear of both the Delta airspace and the gate.
7. All aircraft should fly over the arrival gate at an altitude of 2,500' MSL
and proceed inbound from the gate to BTL. Pilots should not develop an
attitude that “I’m close enough”. These procedures will only work if they
are strictly adhered to.
8. Call BTL tower over the gate or as soon as possible after but no closer
than 6 NM from BTL and report your actual location, intentions and
ATIS code.
Example: Battle Creek Tower, Western 73, Seven South, inbound for
pattern work with “November”
9. If due to frequency saturation, you are unable to contact tower by the

time you arrive at 6 NM from BTL, turn left 90q and follow the gate
holding procedures in item 12.
10. If instructed to remain clear of the Delta airspace, continue to the point 6
NM from BTL and then turn left 90q and follow the gate holding
procedures in item 12.
11. Unless otherwise directed by ATC, proceed inbound from the approach
gate at an altitude of 2,500' MSL, with descent to traffic pattern altitude
beginning at 4 NM from BTL.
12. If it is necessary to hold at the gate, continue as follows:
a. Proceed inbound from the gate to a point 6 NM from BTL.
b. Turn left 90q (ground track) and fly for a period of 60 seconds.
c. After this initial left 90q turn, switch to company frequency, 123.30
MHz, and announce that you are entering the hold.
Example: West gate Traffic, Western 73, entering the hold at the West
gate.
NOTE: Holding does not happen frequently and is a high workload

situation. Don’t forget to fly the aircraft. AVIATE - NAVIGATE -
COMMUNICATE
d. Turn left 90q again and fly until you are abeam the gate.
e. Turn left 90q and return to the gate. After this final turn, report on
CHANGE 12 FOM 91-46 01-03-2008

company frequency that you are in the hold proceeding to the gate.
After this transmission, switch to tower frequency, 126.825 MHz.
Example: West gate Traffic, Western 73, in the hold proceeding to the
West gate
f. If at any time during the hold you are called out of the hold by ATC,
continue in the hold back to the gate and then return to normal arrival
procedures.
E. Remember that it is the responsibility of the pilot to maintain adequate
separation from other traffic. While approaching the arrival gates and flying
the re-entry pattern, special consideration should be made regarding other
WMU traffic approaching the gate. If necessary, the pilot should change
altitude, speed, and/or position to avoid other traffic.
F. During the period from Sunset to Sunrise, pilots should follow one of the
procedures listed below as applicable:
1. When the BTL ATCT is open, approach BTL from a point that is
approximately 8 NM from the airport and from a direction that will place
the aircraft on the 45-degree entry to either right or left downwind to the
active runway.
2. When the BTL ATCT is closed, proceed to a point that is approximately
8 NM from the airport and will place the aircraft on the 45-degree entry
to the left downwind to the active runway and then fly inbound. If the
active runway cannot be determined, fly over the airfield at 2,500’ MSL
to determine the preferred landing direction. After determining the
preferred runway, proceed to a point that is at least 4 NM from the airport
and which will place the aircraft on the 45-degree entry to the left
downwind to the preferred runway prior to descending from 2,500’ MSL.
WMU91.338 Reducing Traffic Conflicts at the Westgate

A. The Safety Committee frequently receives reports about traffic conflicts.
One of the highest conflict areas is the WMU’s Westgate arrival fix to Battle
Creek airport. Traffic flow at this particular arrival fix is complicated due
the close proximity of Battle Creek airport and Kalamazoo airport. To help
increase the safety of all our pilots, the following procedures have been
developed for operating aircraft to and from these airports.
B. When Departing Kalamazoo for Battle Creek:
1. If you would like a quick radio change from Kalamazoo, consider
returning back to Battle Creek “Negative TRSA Service”. This request
should be made with clearance delivery. This will likely result in an
approval for frequency change as soon as you are clear of any conflicting
traffic in Kalamazoo’s Delta airspace. Realize however, that this reduces
CHANGE 12 FOM 91-47 01-03-2008

the services provided by Kalamazoo ATC.
2. If Battle Creek is utilizing RWY 23 as the primary runway, utilize the
Southgate as the arrival fix. This will minimize congestion at the
Westgate and provide the flight crew with additional time to be better
prepared. As a reminder, the flight crew can request from Kalamazoo
ATC information regarding the runway in use at Battle Creek.
3. If Battle Creek is utilizing RWY 31 as the primary runway, consider
flying northbound out Kalamazoo’s Delta airspace prior to heading to the
Westgate. This will provide the flight crew additional time prior to
reaching the Westgate.
C. When Departing Battle Creek for Kalamazoo:
1. If departing Battle Creek for Kalamazoo consider asking Battle Creek
ATCT for “VFR Flight Following to Kalamazoo”. This request should
be made with ground control and will initiate coordination between
Battle Creek ATCT and Kalamazoo ATC. You will likely be issued a
transponder code prior to departure. This practice will provide better
coordination and communication for all involved.
CHANGE 12 FOM 91-48 01-03-2008

WMU
Part 830
Accidents and
Incidents
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WMU PART 830 - ACCIDENTS AND
INCIDENTS
This part prescribes policies and procedures for any event connected with the
operation of WMU aircraft which involves injury to persons, damage to
aircraft/property, or abnormal operation of aircraft.
WMU830.6 Notification
All accidents, incidents or abnormal occurrences shall be reported immediately
to the SOF. The pilot-in-command will be responsible for making this report, if
possible. DO NOT ATTEMPT A TAKEOFF UNTIL SPECIFICALLY
AUTHORIZED BY THE CFI OR HIS/HER DESIGNATED ASSISTANT.
WMU830.11 Accident/Incident Action Plan Applicability

A. The DSS is responsible for maintaining the WMU COA Accident/Incident
Action Plan. A copy of the detailed Accident/Incident Action Plan is on file
in the Aircraft Dispatch Office as part of the College’s “Pre-Mishap Plan”.
B. General Provisions:
1. No WMU instructor, staff, or student shall make any statement or
speculation on the possible cause or responsibility for a particular
accident or incident without specific authorization.
2. No WMU instructor, staff, or student shall release any information
pertinent to the accident/incident without approval of the Dean.
3. The CFI shall retain a signed receipt for all materials or information
released to the investigating agencies. Copies shall be made of all
released materials.
4. Any accident, illness, or injury occurring at the aviation facility should be
reported to the CFI, DO, or the DSS as soon as practicable by the SOF or
person in charge.
5. Any accident resulting in injury requiring treatment shall be investigated
and reported using proper university forms (P210 Medical Treatment)
(311 Accident Injury).
CHANGE 12 FOM 830-1 01-03-2008

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Appendix
A
Cirrus Airframe Parachute System
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Section 1 CAPS Parachute Employment
“He who hesitates, is lost. Swift and resolute action leads to success;
self-doubt is a prelude to disaster.”
Cato circa 1713
Disclaimer:
This treatise is intended to complement official publications of the Cirrus Design

Corporation regarding the SR-20 and SR-22 aircraft. Any apparent conflict
between this document and the Cirrus POH, SOP or Training Guide is
unintentional and those official documents take precedence. It is important to note,
as stated in the POH, “CAPS deployment is expected to result in loss of the
airframe and, depending upon adverse external factors such as high deployment
speed, low altitude, rough terrain or high wind conditions, may result in severe
injury or death to the occupants.”
The Pin:
The Airworthiness Certificate issued by the FAA is based on a specific equipment

list for each kind of operation. For each of those operations, the CAPS is required.
If the safety pin has not been removed prior to flight, the CAPS is not ready or
available for immediate use and, arguably, the aircraft is in an unauthorized
configuration.
Conversely, when the aircraft is on the ground, the CAPS poses a real hazard to
personnel in the area should the safety pin not be installed. It is important to keep
in mind that the CAPS is an explosive device employing a rocket motor, not unlike
a loaded gun, and it should be treated with appropriate respect.
The Pull:
The Cirrus Aircraft Parachute System (CAPS) provides an excellent option of last
resort that has saved many lives. It is important to emphasize that employment of
the CAPS system cancels just about every other option that the pilot can control,
thus the definition “of last resort.” It is an option, however, that has a definite
performance envelope, defined by, among other things, airspeed, altitude and rate
of descent, outside of which the system will not provide the desired outcome. That
characteristic, that envelope, combined with the dynamic nature of flight, creates a
Change 12 Appendix A-1 01-03-2008

unique dilemma to the pilot. On the one hand, the pilot ‘in extremis’ must evaluate
and employ all of the remaining options short of CAPS deployment. At the same
time, the pilot must leave enough time remaining for that deployment, if required,
so that it is accomplished within the design envelope. Put simply, if deployed too
early, the pilot draws questions of judgment, the aircraft will be subjected to severe
damage or destruction and all occupants are subject to all the hazards of emergency
parachute deployment and landing which may include death. Deployed too late,
and the system will not serve its life-saving purpose. Therefore, and if nothing else
is retained regarding CAPS deployment from the reading of this essay, two things
are critical:
1) The pilot considering CAPS deployment must know where he/she is

relative to the design envelope of the system.
2) Once the decision has been made to deploy the CAPS system, the pilot
must not hesitate to deploy it in such a way as to carry him or her out of
that design envelope.
Cirrus Design does not objectively define the full CAPS deployment window. The
maximum airspeed for deployment and the altitude loss between a straight and
level entry into a fully developed spin (i.e., one full turn) to full parachute
deployment have been clearly defined. Beyond those defined parameters, it is up
to the judgment of the pilot to determine where the limits of the CAPS system lie
and to deploy that system, if necessary, in a timely fashion. For example, a pilot in
out of control flight in which both rate of descent and airspeed are increasing and
altitude is decreasing, must simultaneously provide corrective flight control input
and project ahead to the point where the airspeed limit will be reached and/or the
combination of altitude and rate of descent will define the limit. As that CAPS
limit is approached, the efficacy of the corrective flight control inputs must be
evaluated, continued through the limit of CAPS deployment, or abandoned, and the
CAPS deployed. In certain circumstances, the description of those circumstances
takes longer to read than the event itself, which means that it is incumbent upon the
pilot to have considered his or her plan in advance of the event. Again, and it is
important to remember, the POH clearly states that if in uncontrolled flight (e.g., a
spin or an unusual attitude from which recovery is not expected before ground
impact), CAPS deployment is the only authorized option. Clearly, that ambiguous
gray area between controlled and uncontrolled flight is the point of this treatise.
Another area of interest is engine failure after takeoff. All of the factors listed
above still apply. Because the altitude may be low (and getting lower) the time to
make the decision to deploy the CAPS within its envelope is potentially much

smaller. The pilot would be well served, prior to takeoff, to include in his/her pre-
takeoff brief, a plan for CAPS deployment, if appropriate, that takes into
consideration runway and surrounding terrain in the event of an engine failure and
be prepared to execute that plan if circumstances warrant.
The Landing:
Section 10 of the Cirrus POH contains an excellent dissertation on CAPS

deployment. Many elements of the aircraft structure are designed to absorb the
energy of landing under a parachute. For example, the seats contain an aluminum
honeycomb that will crush and the main landing gear is designed to flex upward to
the wing. Two issues bear additional consideration. One issue is the water landing
and the fact that the main landing gear will not absorb as much energy as a landing
on a hard surface. That means that more energy will be passed on to the occupants
and underscores the importance of the second issue, that of body position. The
importance of being in the emergency landing body position, especially in the case
of a water landing can’t be overstated. Pilots of aircraft equipped with an ejection
seat face the same issue of body position in the event of an ejection. They are
taught to also elevate the chin slightly, about 10°, in order to put the spine in the
best position to take the shock of ejection.

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Appendix
B
Practice Area, Gate & Airport Diagrams
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Section 1 - Airport Diagrams
W.K. Kellogg Regional Airport (KBTL)

Battle Creek, Michigan
CHANGE 12 Appendix B-1 01-03-2008

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

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

7. Area G - An area from M89/M40 in Allegan southwest to the Pullman
VOR south to Dowagiac airport (C91), southeast to along M62
Cassopolis, east along M60 to the city of Jones, thence north along M40
to the city of Allegan.
E. Please note that these areas will apply to VFR operations and their usage
will be dictated by weather. The primary objective is to avoid area
saturation and trainee pilots will be encouraged/directed to use an area
allowing the most freedom and, indeed, an aircraft's whereabouts will be
monitored by WMU Dispatch. It is intended that control of participating
aircraft be minimal and it will be the pilot’s responsibility to SEE AND BE
SEEN.
NOTE: THE PRACTICE AREA USED SHALL BE INDICATED ON

FLIGHT DATA SHEET PRIOR TO FLIGHT RELEASE.
“VFR On Top” Practice Areas
A. The following practice areas should be utilized when practical by all local
WMU traffic flying “VFR on Top”.
B. The areas have been so plotted as to allow to easily recognize boundaries
using VOR radials and DME distances.
C. Instrument Practice Area “Delta-1” should be avoided when BTL is
operating on runway 5/23. Instrument Practice area “Foxtrot-3” should be
avoided when AZO is operating on Runway 17/35.
D. When practical, Practice Area “Delta-1” and “Delta-3” should be avoided
when Michigan Air National Guard A10 aircraft are operating. Normal VFR
arrivals bring the A-10’s over Spartan
E. WMU IFR Practice Areas are as follows:
1. Area D-1 – From BTL radial 360 to BTL radial 060, 5 DME arc
outbound to 15 DME arc. When filing to this practice area file to fix
BTL030010.
BTL345015.
BTL015015.
4. Area C-1 – From BTL radial 060 to BTL radial 120, 5 DME arc
BTL090010.

BTL045015.
BTL075015.
7. Area B-1 – From BTL radial 090 to BTL radial 120, 15 DME arc
BTL105015.
8. Area B-2 – From BTL radial 120 to BTL radial 150, 15 DME arc
BTL135015.
9. Area A-1 – From BTL radial 120 to BTL radial 180, 5 DME arc
BTL150010.
10. Area A-2 – From BTL radial 150 to BTL radial 180, 15 DME arc
BTL165015.
11. Area F-1 – From AZO radial 150 to AZO radial 180, 15 DME arc
AZO165015.
AZO195015.
AZO210010.
14. Area G-1 – From AZO radial 210 to AZO radial 240, 15 DME arc
AZO225015.
AZO255015.
AZO285015.
AZO315015.
18. Area E-1 – From AZO radial 240 to AZO radial 300, 5 DME arc

AZO270010.
AZO330010.
AZO345015
WMU “VFR on Top” Practice Areas
D-3
D-2
E-3 Sparta
C-2
D
G-4 D-1 C-3
E C
E-2 C-1
G-3
E-1 B-1
G-2 A-1
G F Wolverin B-2
F-3 B
A
G-1 A-2
F-2 F-1

Section 3 - Arrival Gates
Arrival Gate
Holding
Procedures
On Company Frequency:
[South] Gate Traffic,
Western XX Entering
the Hold at the
[South] Gate
Seconds
Fly For 60
Turn
Left 90
Degrees
Turn
Left 90
Degrees
Fly
Until
Abeam
Gate
Turn
Left 90
Degrees
te
Fly to Ga
~2
NM
On Company Frequency:
[South] Gate Traffic,
Western XX In the Hold,
Proceeding to the [South] Gate

WMU Practice Areas and Arrival Gates (BTL Airport)
25NM
Spartan
25NM
C
E
B
A
F Wolverine
25NM
Gate Location Bearing Distance

North Gate Fine Lake R-350 8.2nm
East Gate Exit 104 & I-94 R-096 7.7nm
South Gate East Leroy R-169 8.9nm
West Gate Galesburg R-262 7.3nm

WMU Practice Areas (AZO Airport)
25NM
D Spartan
25NM
E
C
G F Wolverine B
A
25NM
25NM

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Appendix
C
College of Aviation Policies and
Documents
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Section 1 - College of Aviation Policies
A. This is a reproduction of the College of Aviation “Mandatory Substance Abuse

and Alcohol Misuse Policy”. If discrepancies are found between this
reproduction and the policy issued by the COA Administration, the policy
issued by the COA Administration is the Official Policy.
Mandatory Substance Abuse and Alcohol Misuse Policy

Western Michigan University's College of Aviation
Effective Date: January 1, 2001
I. Purpose and Scope
A. Western Michigan University's College of Aviation seeks to

maintain a work and educational environment with the highest
standards for employee and student safety and health and
conducive to high work and educational standards. This
substance abuse and alcohol misuse policy is a deterrent in
preventing accidents, injuries, and property damage that result
from misuse of alcohol and controlled substances.
B. This policy applies to all College of Aviation employees and
students, including student employees, performing safety
sensitive jobs, or enrolled in course work that involves safety
sensitive activities such as, but not limited to, the maintenance
and operation of aircraft of any type. For employees, the jobs
include, but are not limited to, Flying Instructors, Aviation
Maintenance Technicians, and the supervisors of these
positions.
II. Policy
A. This policy prohibits any controlled substances use without a

licensed doctor of medicine or osteopathy's written prescription.
This policy also prohibits any alcohol misuse that could affect
performance. The privacy/confidentially of any covered
employee subject to this plan must be maintained at all times
B. Western Michigan University's College of Aviation will test for the
CHANGE 12 Appendix C-1 01-03-2008

following drugs: marijuana, cocaine, amphetamines, opiates,
and phencyclidine (PCP). For prospective employees, the cost
of pre-employment drug testing will be the responsibility of
Western Michigan University's College of Aviation. The cost of
pre-employment drug testing will be the responsibility of the
prospective student. The cost of post-accident/incident,
random, and reasonable suspicion testing will be the
responsibility of Western Michigan University's College of
Aviation.
C. Types of testing conducted:
1. Pre-employment/Pre-enrollment
2. Post-accident
3. Random
4. Reasonable Cause
5. Return-to-duty
6. Follow-up testing
III. Definitions
A. For purposes of this substance abuse and alcohol misuse plan

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

4. Confirmation Tests:
a. Confirmation Test for Drug Screens- A second
analytical procedure to identify the presence of a
specific drug or metabolite which is independent of
the initial test and which uses a different technique
and chemical principle from that of the initial test in
order to ensure reliability and accuracy. Gas
chromatography/mass spectrometry (GC/MS) is the
only authorized confirmation method for cocaine,
marijuana, opiates, amphetamines, and
phencyclidine.
b. Confirmation Test for Alcohol - a second test following
a screening test with a result of 0.02 or greater, that
provided quantitative data of alcohol concentration.
5. Evidential Breath Testing Device (EBT) - An EBT approved
by the National Highway Traffic Safety Administration
(NHTSA) for the evidential testing of breath and placed
on NHTSA's "Conforming Products List of Evidential
Breath Measurement Devices" (CPL).
6. Medical Review Officer (MRO) - A licensed physician
(Medical Doctor or Doctor of Osteopathy) responsible for
receiving laboratory results, who has knowledge of
substance abuse disorders and has appropriate medical
training to interpret and evaluate confirmed positive
laboratory reports together with an employee's medical
history and other relevant biomedical information.
7. Prohibited Drug - Marijuana, cocaine, opiates,
phencyclidine (PCP), and amphetamines.
8. Refusal to Submit:
a. Refusal by an individual to provide a urine sample after
receiving notice of the requirement to be tested in
accordance with the company's anti-drug and
alcohol program.
b. Refuse to submit to an alcohol test - the covered
employee fails to provide adequate breath for
testing without a valid medical explanation after he
or she has received notice of the requirement to be
tested or engages in conduct that clearly obstructs

the testing process.
IV. Drug and Alcohol Testing Requirements
A. Refusal to submit to a required alcohol test - Western Michigan

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

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

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

any directive related to submission for testing, including but not
limited to failing to appear for a scheduled test or refusing to
appear for a scheduled test, the prospective
applicant/employee is subject to being removed from
consideration as a student or employee and current employees
are subject to discipline up to and including and current

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

materials, equipment, facilities, and supervision to provide
testing and processing of alcohol test results. An independent
medical facility may also be utilized as an alcohol testing.
C. An alcohol testing site shall be any suitable location where a
breath alcohol test can be conducted in private. A designated
alcohol testing site shall provide for privacy during the testing
period and completion of all necessary record procedures.
VII. Alcohol Testing Equipment
A. Western Michigan University's College of Aviation shall use only

approved evidential breath testing (EBT's) devices for
conducting the alcohol testing provisions of this plan.
B. Western Michigan University's College of Aviation shall utilize
either non-evidential devices or EBT's listed on the Conforming
Products List for screening test. The EBT must be able to
distinguish alcohol from acetone; be capable of testing an air
blank prior to each collection of breath, and performing and
external calibration.
VIII. Disclosure of Alcohol Information/Records
A. General:
1. Western Michigan University's College of Aviation shall
maintain all alcohol related testing information including

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

employment. Refusal to take a required drug test or failure of a
drug test shall result in removal from performing covered
functions. Additional disciplinary action up to and including
termination may result.

X. Specimen Collection Requirements
A. The collection site shall have all necessary personnel, materials,

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

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

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

B. Staff Currency Flying Regulations
Staff Currency Flying
Regulations
A. GENERAL
1. Non-programmatic use of College aircraft is only available to pilots who are

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

of having met minimum pilot qualifications. These qualifications are found in
Appendix 2.
C. USE
7. Application to use College aircraft shall be made initially to Dispatch regarding

aircraft availability (subject to Para 3 above). Payment for use of a College
aircraft shall be made on return to Battle Creek. If Dispatch is closed payment
shall be made as soon thereafter as practicable.
8. Overnight storage/parking at another airfield shall be in a hangar (where

available) or tied down securely. The aircraft shall be locked in the absence of
the pilot, who shall have possession of the aircraft keys. Overnight
storage/parking fees are the responsibility of the pilot.
9. The pilot will be charged Hobbs time at the rates prevailing at the time.
10. If a pilot is unable to return the aircraft to the College by the time he/she
undertook before departure (perhaps due to weather) he/she shall phone
Dispatch, or the Chief Flight Instructor as soon as possible so that the College
can make timely arrangements for its student flying program.
11. No College aircraft shall be used for any commercial operation or for the
instruction of non-College of Aviation employees.
12. Pilots shall follow the procedures laid down in the Flight Operations manual.
13. Any decision by either Chief Flight Instructor regarding a pilot's fitness to fly,
or to continuing to fly College aircraft shall be final, subject only to appeal to
the Director of Operations.

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

COLLEGE OF AVIATION
Appendix 2
Aircraft Experience & Checkout Requirements
Each pilot shall meet the following minimum pilot requirements to rent the
respective aircraft:
1) Cessna 172R or Cirrus Aircraft

a) Hold at least a private pilot certificate with a single engine land class rating
b) Have at least 5 hours in a make/model
c) Have completed an aircraft checkout program by a properly qualified WMU
flight instructor.
2) Piper Arrow (PA-28R)
a) Hold at least a private pilot certificate with a single engine land class rating
b) Have at least 5 hours in make & model
c) Have at least 300 hours total flight time
d) Have at least 25 hours complex/high performance flight time
e) Have completed an aircraft checkout program by a properly qualified WMU
flight instructor
3) Piper Seminole (PA-44) or Piper Seneca (PA-34)
a) Hold at least a commercial pilot certificate with instrument airplane and
multi-engine land class rating
b) Have at least the following flight experience
i) 400 hours total time (flight and simulator), 25 hours multi-engine flight
time, 15 hours make and model flight time
-or-
ii) 250 hours total time (flight and simulator), 40 hours multi-engine flight
time, 15 hours make and model flight time
flight instructor
4) Piper Cub (PA18)
a) Hold at least a private pilot certificate with a single engine land and single
engine sea class ratings
b) Have at least the following flight experience
i) 400 hours total time (flight and simulator), 10 hours make and model
flight time

-or-
ii) 200 hours total time (flight and simulator), 20 hours make and model
flight time
flight instructor
5) Current flight instructors who are instructionally qualified in a particular
make/model do not need to meet the minimum flight time requirements
identified above

C. This is a reproduction of the College of AIRCRAFT RENTAL AGREEMENT”
to be used by employees participating in the Staff Currency Flying program.
AIRCRAFT RENTAL AGREEMENT
THIS AGREEMENT IS MADE _________, 200_, between the BOARD OF

TRUSTEES OF WESTERN MICHIGAN UNIVERSITY ("WMU"), a Michigan
constitutional body corporate, of 1903 W. Michigan Ave, Kalamazoo, MI 49008
and __________________________, ("USER") a full-time/part-time (non-student)
employee of Western Michigan University College of Aviation (referred to
collectively hereinafter as "The Parties").
1. Scope of Agreement: The scope of this agreement is to establish the terms

and conditions for USER, a licensed pilot and full-time employee of WMU, to rent
from WMU certain Airplane(s) (hereinafter "Aircraft") for use by USER in
accordance with the terms and conditions of this Aircraft Rental Agreement and
the College of Aviation Staff Currency Flying Regulations attached hereto as
Exhibit A. This agreement shall remain in effect for a period of one-year or until
USER is no longer either a licensed pilot or a full-time employee of WMU,
whichever event occurs first in time. This Agreement shall govern each use of
Aircraft by USER in his individual capacity rather than as an employee of WMU.
2. Compliance with Laws and Regulations: USER agrees that USER's use of
the Aircraft will at all times comply with all applicable laws, rules, and regulations
relating to the use of aircraft, such as but not limited to, all rules and regulations of
the Federal Aviation Administration (hereinafter the "FAA") and the National
Transportation Safety Board (hereinafter the "NTSB"). USER agrees to cooperate
in any investigation, inquiry, or other activity of the FAA or NTSB with regard to
the use of the Aircraft or any incidents associated with the use of the Aircraft.
USER further agrees to comply with all the terms of the College of Aviation Staff
Currency Flying Regulations attached hereto as Exhibit A and the terms of said
exhibit are incorporated by reference.
3. Compliance with WMU Rules and Regulations: USER agrees that USER,
USER's guests, and all others acting on USER's behalf or with USER's permission
shall abide by WMU policies and rules relating to their conduct and behavior while
on WMU property or using the Aircraft.
4. Fees and Term: USER agrees to pay to WMU all fees and costs associated

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

USER shall indemnify and hold harmless WMU, its Board of Trustees,
officers, employees, agents, successors and assigns from any and all expenses and
liability resulting from or arising out of any negligence or misconduct on the
USER’s part to the extent that the amount exceeds the applicable insurance carried
by WMU.
USER shall also reimburse WMU for the cost of restoring, repairing, or
replacing any damage to WMU property, grounds, buildings, or equipment arising
out of or related to USER’S gross negligence or willful misconduct of the Aircraft.
8. Limitation of Liability: WMU shall not be liable to USER for breach of any
express or implied covenant of this Agreement, for any damages, losses, costs or
expenses to USER, except for the refund of the fees and deposits paid by USER
under this Agreement.
9. Insurance: WMU carries aircraft Bodily Injury and Property Damage

liability insurance coverage on the Aircraft, but only for the protection of WMU.
USER is responsible to protect his/her own interests while using the Aircraft and
all renters are encouraged to obtain additional insurance, as needed.
WMU also provides the following insurance coverage on its aircraft for
Renters: Bodily Injury & Property Damage (including passenger) - $1,000,000
each; Occurrence Medical Payments: $10,000 per person per accident; and Hull
coverage as appropriate for the type of plane rented.
WMU waives any rights of recovery against USER if the USER is an employee
of WMU. However, any physical damage to the aircraft hull while in the
possession or control of the USER that results from the gross negligence or willful
misconduct of the USER will be the sole responsibility of the USER.
RENTER HEREBY ACKNOWLEDGES THAT HE/SHE HAS BEEN

NOTIFIED AND UNDERSTANDS THE LIMITS OF ANY INSURANCE
COVERAGE PROVIDED BY WMU, AND AGREES TO BE RESPONSIBLE
FOR ANY LIABILITY BEYOND THE LIMITS OF THE UNIVERSITY’S
COVERAGE, AS APPLICABLE. RENTERS OF WMU AIRCRAFT ARE
ENCOURAGED TO OBTAIN ADDITIONAL INSURANCE.
10. Termination/Breach of Agreement: WMU reserves the right to terminate this

Agreement, without penalty, for any reason including but not limited to breach by
USER of any of the terms contained herein, or if it should become impractical to

perform this Agreement due to causes beyond the reasonable control of WMU
including, but not limited to, acts of God, damage or destruction to the Aircraft,
labor disturbance, war, civil commotion, shortage or unavailability of labor, or
governmental action. USER shall reimburse WMU for attorneys’ fees incurred in
connection with any violation of this Agreement by USER.
11. No Assignment: USER may not assign this Agreement, in whole or in part,
with the prior written consent of WMU.
12. Governing Law: The parties agree and stipulate that the law governing this
agreement shall be the law of the State of Michigan.
13. Entire Agreement: This Agreement contains the entire Agreement between
the parties. Any and all modifications must be in writing, signed and dated by each
party's authorized signatories.
14. Severability: If any portion of this Agreement is deemed void or

unenforceable by any Court of competent jurisdiction, the remaining portions of
this Agreement shall survive in full force and effect.
16. Responsibility for Taxes: USER shall be responsible for all federal, state,
and local taxes, fees and other charges due as a result of payments under this
Agreement. WMU will not be responsible for withholding any taxes, fees or other
charges.
17. Affiliation/use of WMU Servicemarks and Trademarks: USER shall not use
WMU's name, insignia, logo, picture, or any other material that might create the
impression of an association or affiliation without the prior written consent of
WMU.
_________________________________ ________________
Signature of USER Date
_________________________________ ________________
Signature of representative of WMU Date

D. The following is a reprint of the Staff Development Policy.
Staff Development
The College of Aviation is vitally interested in the continued development of
faculty and staff. In addition to the benefits provided by Western Michigan
University for additional education, the College encourages its faculty and staff to
pursue pilot certificates and ratings. Accordingly, the College will permit the use of
College aircraft for instructional purposes for full and part-time employees of the
College of Aviation (does not apply to students enrolled in the University who also
have part-time employment) under the following conditions.
Rental of aircraft under this policy must be for instructional purposes necessary to
obtain a pilot certificate or rating. This policy does not cover flights to maintain
currency.
All flights must be with an instructor or authorized by an instructor in accord with

the appropriate syllabus.
Instruction must be given by College of Aviation instructors. Insurance maintained

by the College will cover instructors providing instruction under this policy.
Students of the College of Aviation will be given priority for aircraft and
instructors.
All procedures and operating rules of the College of Aviation must be followed.
The following aircraft at rates specified below may be utilized under this policy:
(Current rates on file at Dispatch)
_______________________________ _______________
Dean, College of Aviation Date

Section 2 - College of Aviation Documents
A. Winter Flying Operation Concerns
Winter Flying Operations

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

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

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

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

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

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

B. Personal Minimums Checklist

C. Cirrus’ Envelope of Safety

D. Cirrus Landing Profiles
The following landing profiles have been written to help minimize landing
problems. The main emphasis of these profiles is to minimize the occurrence of
flat landings, wheel barrowing, porpoising and tail strikes. Speeds referenced are
for the SR20. SR22 speeds, if different, are provided in parenthesis.
Normal Landing:
Approach: 100% Flaps. 75 KIAS final (80 KIAS SR22); If 75 knots is not
achieved by ½ mile final then the approach is not stabilized and
a go-around is suggested.
Touchdown: Power reduction and round-out should be initiated once entering

ground effect culminating with a landing attitude at touch-down
that results in the stall horn emitting an occasional “chirp”
signifying the aircraft is nearly out of energy. Low energy, low
airspeed - high sink rate approaches should be avoided at all
costs as they likely will result in the need for a rapid round-out
leading to a tail strike.
After Touchdown: The control yoke should continue to be gradually drawn aft as
airspeed dissipates and the tail is no longer effective. At this
time the nose of the aircraft will settle to the pavement on its
own accord. DO NOT release elevator backpressure
immediately after the mains touch.
Touch-and-Go: If a touch-and-go is to be accomplished from a normal landing,

once the nose has lowered on its own, gently release some of
the back pressure to bring the control yoke to a position slightly
aft of neutral. At all times, elevator control input should keep
the nose wheel light. Once at taxi speed and on centerline,
retract the flaps to 50%. When the flaps have retracted,
smoothly apply power for takeoff.
Crosswind Landing: (Significant)

Approach: Normal approach speeds should be used for crosswind landings. No
additional speed is added to the final approach speed. The use
of 100q of flaps is recommended for both the Cirrus SR20 and
SR22 for crosswinds up to the demonstrated crosswind limit of
21 knots (20 knots SR22).
Touchdown: Final power reduction and round-out should occur once in ground
effect. Touchdown in a sideslip with rudder applied to
straighten the longitudinal axis of the aircraft (rudder to
straighten your nose) and aileron to control side drift.
Touchdown with an attitude slightly less than normal landing
attitude with enough control yoke back pressure to ensure a
main wheels first landing.
After Touchdown: The yoke should continue aft as airspeed dissipates and the tail
is no longer effective. The nose of the aircraft will then settle to
the pavement on its own accord. As the aircraft slows,
progressively increase the aileron deflection to correct for the
crosswind. DO NOT release elevator backpressure
immediately after the mains touch.
Touch-and-Go: If a touch-and-go is to be accomplished from a crosswind landing,

once the nose has lowered on its own, gently release some of
the back pressure to bring the control yoke to a position slightly
aft of neutral. At all times, elevator control input should keep
the nose wheel light. Once at taxi speed and on centerline,
retract the flaps to 50%. When the flaps have retracted,
smoothly apply power for takeoff.
Gusty Winds:
Approach: During periods of gusty winds either straight on or crosswind, fly the
normal approach speed + ½ of the gust factor up to an
additional 10 knots. Example: If the current winds are 12
knots gusting to 22 knots, your gust factor is 10 knots; therefore
add 5 knots to your approach speed. It is recommended that
100% flaps be used even in conditions of significant gusts.

Touchdown: Touchdown with a slightly nose high attitude. In gusty wind
conditions, it is not desirable to touch down in a high pitch
landing attitude. In such an attitude, a sudden gust of wind
could result in the aircraft becoming airborne again.
After Touchdown: The yoke should be held in a position slightly aft of neutral
keeping the nose wheel light. Adjust aileron deflection into the
wind to correct for the crosswind if necessary.
Touch-and-Go: Same as other landings.
Partial Flap or No-Flap Landings:
Note: All landings should be made with 100% flaps. 50% or 0% flap landings
should only be made in the case of an abnormal situation. 50%
or 0% flap landings may be accomplished during dual
instructional periods to accommodate for training requirements.
Approach: Approach speed should be normal approach speed for given condition
(normal, crosswind or gusty wind) +5 knots for 50% flap
landings and +10 knots for no-flap landings. Examples of
approach speeds are as follows for normal wind conditions.
SR20 SR22
100% Flaps 75 KIAS 80 KIAS
50% Flaps 80 KIAS 85 KIAS
No-Flaps 85 KIAS 90 KIAS
Touchdown: Because of the inherent high pitch attitude of a partial flap or no flap
landing, minimal round-out should be applied during the
landing flare. The approach should be a shallow power on
approach with power carried into ground effect and gradually
closed once in ground effect.
After Touchdown: The yoke should be held in a position to keep slight aft back
pressure keeping the nose wheel light. Care should be taken not
to allow the control yoke to be relaxed too far forward or pulled
aft

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

E. Compliance with FAR 141.93(a)(3)
Federal Aviation Regulation 141.93(a)(3) requires that each student is provided at

time of course enrollment a copy of the safety procedures and practices developed
by the school that describe the use of the school's facilities and the operation of its
aircraft. The following table shows what sections of the FOM address each area.
With respect to piloting issues, additional information concerning airmanship can
be obtained in the standards manual and the aircraft approved flight manual.
Regulation Topic FOM Section(s)

141.93(a)(3)(i) The weather minimums required by 91.61
the school for dual and solo flights 91.66
91.71
91.76
91.81
91.86
141.93(a)(3)(ii) The procedures for starting and taxiing 91.176
aircraft on the ramp 91.181
91.183
141.93(a)(3)(iii) Fire precautions and procedures 91.166
141.93(a)(3)(iv) Re-dispatch procedures after 91.216
unprogrammed landings, on and off
airports
141.93(a)(3)(v) Aircraft discrepancies and approval 91.41
for return-to-service determinations 91. 126
91. 131
91. 136
91. 191
91. 196
91. 201
91. 206
91.211
141.93(a)(3)(vi) Securing of aircraft when not in use 91.186
141.93(a)(3)(vii) Fuel reserves necessary for local and 91.146
cross-country flights 91.151
91.156
141.93(a)(3)(viii) Avoidance of other aircraft in flight 91.181
and on the ground 91.221
91.226
91.301

91.326
91.331
91.341
91.356
141.93(a)(3)(ix) Minimum altitude limitations and 91.231
simulated emergency landing
instructions
141.93(a)(3)(x) A description of and instructions 91.46
regarding the use of assigned practice 91.241
areas 91.243
91.336
91.338
Appendix B

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Flight Operations Manual

Western Michigan University

Date Change Page(s) Action

08-31-95 Original All

Date Change Page(s) Action

WMU Part 61 – General Information

WMU Part 71 – Airports

WMU Part 91 – Flight Operation Procedures

CHANGE 12 iii 01-03-2008

CHANGE 12 vii 01-03-2008

CHANGE 12 viii 01-03-2008

SUBPART A – SPECIAL ISSUES FOR BTL OPERATIONS

WMU91.326 Run-Ups at Battle Creek ..................................... 91-43

WMU Part 830 – Accidents and Incidents

CHANGE 12 xii 01-03-2008

Section 2 – College of Aviation Documents ......... C-22

CHANGE 12 xiii 01-03-2008

CHANGE 12 xiv 01-03-2008

AATD - Advanced Aviation Training Device

BTL - WK Kellogg/Battle Creek Airport

CAPS - Cirrus Airframe Parachute System

DEAN - Dean of the College of Aviation

EFAS - En Route Flight Advisory Service

FAA - Federal Aviation Administration

CHANGE 12 FOM 1-1 01-03-2008

GPA - Grade Point Average

IFR - Instrument Flight Rules

MCA - Minimum Controllable Airspeed

PAPI - Precision Approach Path Indicator

RPM - Revolutions Per Minute

TCO - Training Course Outline

USA - United States of America

CHANGE 12 FOM 1-2 01-03-2008

WMU - Western Michigan University

CHANGE 12 FOM 1-3 01-03-2008

CHANGE 12 FOM 1-4 01-03-2008

WMU61.5 Flight Information File System

WMU61.9 Professional Code of Conduct

CHANGE 12 FOM 61-1 01-03-2008

WMU61.13 Alcohol, Drugs, and Smoking Policy

WMU61.17 College of Aviation Safety Committee

CHANGE 12 FOM 61-2 01-03-2008

WMU61.21 Flight Course Transfer/Previous Experience Credit

CHANGE 12 FOM 61-3 01-03-2008

WMU61.29 Flight/Ground Course Registration

CHANGE 12 FOM 61-4 01-03-2008

WMU61.33 Flight Fee Policy

CHANGE 12 FOM 61-5 01-03-2008

WMU61.37 Flight/Ground Course Attendance Policies

CHANGE 12 FOM 61-6 01-03-2008

WMU61.41 Flight/Ground Course Completion Policy

WMU61.43 Flight Course Abandonment

WMU61.45 Training Lesson Preparation

CHANGE 12 FOM 61-7 01-03-2008

WMU61.49 Piloting University Aircraft

WMU 61.53 Team Riders and Passengers on Training Flights

CHANGE 12 FOM 61-8 01-03-2008

CHANGE 12 FOM 61-9 01-03-2008

WMU61.59 Logging of Training, DPIC and PIC Time

CHANGE 12 FOM 61-10 01-03-2008

WMU61.63 Scheduling and Utilization of Resources

CHANGE 12 FOM 61-11 01-03-2008

WMU61.69 Stage and Progress Checks

CHANGE 12 FOM 61-12 01-03-2008