The policies and procedures found in the Code of Federal Regulations (CFR) are minimum standards to ensure the safe operation of aircraft during all EKU flight and student training operations. A primary goal of EKU Aviation (EKU-A) is to increase the margin of safety to a level higher than that required by the CFR. This goal may be achieved by establishing sound procedures and processes, which are outlined in the EKU-A Maneuver Description Guides (MDG’s), the syllabi, and this Flight Operations – Standard Operating Procedures (SOP).

In terms of regulatory authority, EKU-A pilots are required to comply with all applicable CFR’s, operational procedures outlined in the SOP, MDG’s, syllabi, and the Pilot Operating Handbook (POH). If an EKU-generated procedure or regulation is more restrictive than one in the CFR, the more restrictive policy or procedure must always be followed. Since the FAA’s Flight Standards District Office (FSDO) approves all EKU-A procedures and syllabi, all EKU-A documents are considered regulatory in the same regard as a CFR.

Each FSDO-approved syllabus outlines a progression of flights and maneuvers to be performed for the respective syllabus. Each individual flight outlines the specific maneuvers to be completed on that flight; students may practice maneuvers previously introduced but are not permitted to perform maneuvers not required by that syllabus. For example, there are no night “Buddy Flights” in the commercial time building syllabi (AVN 331A-334A). Thus, night buddy flights are not authorized for EKU-A students flying together. Also, there are no syllabus flights at altitudes above 12,500 feet MSL. Thus, even with supplemental oxygen systems, no EKU-A flight is authorized above 12,500 MSL.

There are two basic approaches to flight training and operations. One approach teaches the pilot what they are authorized to do and everything else is unauthorized. The second approach teaches the pilot those things that are not authorized and everything else is authorized. At EKU-A, our approach is a hybrid of those two models. We borrow from both paradigms of flight instruction and leave room to accept “best practice” improvements as the program grows and adds new pilots with their own unique flight experiences.

It is understood by all who fly that aviation has inherent risk and that risk will never be “zero.” However, risk can be minimized through adherence to time-tested, structured operational procedures and training modalities. Thus, if you exercise exceptional Aeronautical Decision Making (ADM) in all your flight operations and stay inside the box-like boundaries created by the EKU-A MDGs, Syllabi, and SOP, all your flights will have the minimum risk possible. The following pages provide the boundaries of the EKU Aviation “Box.”

EKU Aviation has created a “living” SOP that responds to user input. Every EKU-A pilot must comply with the SOP or, in the case of those with better ideas, submit a change to the SOP to make it better.

i

LOEP List of Effective Pages LOEP-1

RR Revision Record RR-1

ALRT Alert Bulletins ALT-1

Section 1.0 Introduction 1-1

Section 2.0 Safety Program 2-1

Section 3.0 Administration and Medical Certificates 3-1

Section 4.0 Operational Policies 4-1

Section 5.0 Duty Limitations 5-1

Section 6.0 Scheduling, Attendance, and Grounding 6-1

Section 7.0 Flight Training 7-1

Section 8.0 Weather Limitations 8-1

9.0 Apron Operations and Taxiing 9-1

Section

Section 10.0 Fire Precautions and Procedures 10-1

Section 11.0 Dispatch and Redispatch Procedures 11-1

Section 12.0 Practice Area Operations 12-1

Section 13.0 Maintenance Procedures 13-1

Section 14.0 Parking and Securing Aircraft 14-1

Section 15.0 Fuel Requirements 15-1

Section 16.0 Collision Avoidance 16-1

Section 17.0 Altitude Limitations and Simulated Emergency 17-1

Procedures

Section 18.0 Abnormal / Emergency Operations 18-1

Section 19.0 Stage Checks, Practical Tests, and Knowledge Tests 19-1

Appendices

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APPENDIX-A

Appendix B

Solo, Buddy Flight, and Check Ride Dispatch Checklist

Before any student solo, buddy flight, or check ride can be dispatched in Flight Schedule Pro the following items must be complied with:

Review all previous aircraft maintenance squawks to ensure that there are no open discrepancies. If there are, please notify the Aircraft Maintenance Manager or Chief Flight Instructor immediately.

Ensure that the assigned aircraft is FMC (full mission capable) for the assigned mission.

Dispatched aircraft must have no “inop” equipment. For commercial Buddy Flights or Solos NO Known/Forecast IMC in the route of flight is allowed.

Ensure that the winds are within limits as per Section 8 of this SOP.

Ensure that students have completed safe for solo checks or have flown within the last 14 days, If the student’s landing skills have not been evaluated as safe-for-solo within the last 14 days, the dispatching instructor shall take that student into the landing pattern for enough landings to verify landing competence and then send the student on their solo or buddy flight.

Ensure that the student has all required navigational charts, airport directories, and approach plates for appropriate frequencies and airport diagrams. Fully charged I-Pads with ForeFlight ™ or equivalent software package installed and all required charts have been pulled in from memory and visible to the student before departing will be an acceptable substitute.

Establish a method of tracking and communicating with the student to allow the CFI to monitor the students’ progress throughout the flight and make sure they land at all airports as planned. Cell phones, Flight Aware ™, or combination of both are acceptable methods.

All student cross countries must be on an activated VFR/IFR flight plan with flight following.

Ensure proper preflight planning was completed by verifying weight and balance, NAV Logs with leg fuel and time calculations, and any other performance calculations. Additionally, mandatory reserve fuel calculations and, if on IFR flight plan, fuel requirements and ETE to a suitable alternate will be annotated.

All other policies and procedures set forth in the SOP and MDG must be complied with. If all above listed items are in compliance then dispatch the student(s) in Flight Schedule Pro using the established procedures. In closing out the student’s flight in Flight Schedule Pro, ensure that any student-reported discrepancies have been entered in the Binder system and followed-up by notifying the Aircraft Maintenance Manager. If the aircraft is grounded, contact the next scheduled pilot. Also, ensure that the flight lesson is signed off in EKU-A’s student training jacket and cumulative flight time is calculated. Before the students next scheduled flight. This is an instructor responsibility and not the students. Each student must have a signed copy of the dispatch checklist in their possession for every Solo/Buddy flight.

Student Solo name______________________ Syllabus Flight/Lesson ________

CFI Signature __________________________ Date ______________________

APPENDIX-B

Appendix C EKU-A CFI compensation.

The purpose of this document is to identify the standards and limits by which Flight Instructors will be

compensated. It serves to establish EKU Aviation fiscal expectations and conditions of employment.

Student instructors are paid on a different pay scale in accordance to guidelines specified by the Human

Resources department, but follow the same flight pay structure stated below.

Ground Instruction compensation: Pertains to the ground instruction given that is established and clearly

listed in the syllabus as a part of the CFI training syllabus for the MEI, CFI and CFII ratings.

Ground Instruction compensation is also provided for the time spent administrating the oral portion of all

“Stage Checking Events” (the hours per-event are specified in “Stage Check events” below) and Dispatching

solo and buddy flights (also listed below).

Ground Instruction compensation will be paid at a flat rate of $20.00 per hour regardless of the level of

instructor certification that has been achieved.

Ground instruction for “check ride prep” is not included in the student’s flight fees. In preparation for the

practical check ride, the student must have completed the proper ground school class, the corresponding

FAA written exam, and be studying and self-preparing for each practical check ride. If, however, the student

requests check ride prep time from their Flight Instructor, the student must provide a written request

through the Aviation Office. This single ground instruction event must be scheduled within two weeks of the

student’s scheduled practical check ride.

If the student requests check ride prep time, the student will be informed the ground instruction time will

incur additional fees over and above the established flight lab fee amount. The student must sign a statement

which will clearly state the additional cost of the check ride preparation time. Any additional ground

instruction must be a matter of record and will be kept in the student’s file in the aviation office. The student

must be advised that taking this action will short them of funds to complete the flight lab and that

additional funding must be provided to continue flying.

Special Compensation Situations:

Safety board meetings (without Asst. Chief Designation) -ground instruction rate with one hour cap Staff Meetings-ground instruction rate with one hour cap Special projects-ground instruction rate with pre-negotiated caps Safety Stand downs -ground instruction rate with one hour cap Airport BBQs with CFI/Student introductions - ground instruction rate with one hour cap

Note: These are the ONLY conditions that additional compensation will be approved. Ground instruction given to students is covered under “Flight Instructor pay.” NO additional ground will be given without permission from the Director of Aviation, based on written request from the CFI involved and signed by the student.

Flight Instruction compensation: Flight Instructor’s compensation is based on a flight “session” and is computed based on the HOBBS times for each flight or the clock time spent in the simulator. The difference

between a session and traditional flight time-based compensation is ground instruction time that is expected

on the front end and back end of each flight and any associated paperwork. Thus, instead paying a CFI for

APPENDIX-C

preflight and post flight time plus the flight time at a specified hourly rate, EKU-A pays CFIs at a higher

session compensation rate instead.

EKU aviation has taken a survey of many university flight schools and determined that their lower pay rate

“per hour” did not fairly compensate instructors for the additional time needed to instruct students for our Part 141 School. Thus, a higher pay scale was created to better compensate our instructors and to become

more competitive, as we look to hire additional instructors. This higher rate is paid to CFIs so that it would

not only include flight instruction time, but also the time spent for student ground instruction, including pre

and post briefings, and part 141 recordkeeping.

Simulator Instruction compensation: Instruction time in the simulator is compensated at the same rate as

flight instruction pay. The only difference is the time should be limited to one (1) or two (2) hours pay per

simulator session as listed in the syllabus for Private, Instrument, multi-engine, or Commercial. A session is

the time listed by syllabus for one lesson in the simulator.

Instructor Pilot Pay Scale:

Instructor Pilot I: $22.00 per HOBBS hour (or session time in sim as per the syllabus)

FAA Certificated Flight Instructor with any ONE instructor rating (CFI, CFII, or MEI)

Instructor Pilot II: $25.00 per HOBBS hour (or session time in sim as per the syllabus)

FAA Certificated Flight Instructor with any TWO instructor ratings (CFI, CFII, or MEI)

Instructor Pilot III: $28.00 per HOBBS hour (or session time in sim as per the syllabus)

FAA Certificated Flight Instructor with any THREE instructor ratings (CFI, CFII, and MEI or Gold Seal Flight Instructor Certificate)

OR

FAA Certificated Flight Instructor with any TWO instructor ratings (CFI, CFII, MEI or Gold Seal Flight Instructor Certificate) AND the Assistant Chief Flight Instructor designation

Instructor Pilot IV: $30.00 per HOBBS hour (or session time in sim as per the syllabus)

FAA Certificated Flight Instructor with any THREE of the following (CFI, CFII, MEI or Gold Seal Flight Instructor Certificate) AND the Assistant Chief Flight Instructor designation.

Student Instructor Pilot I: - $16.00 per sim and flight session

FAA Certificated Flight Instructor with any ONE instructor rating (CFI, CFII, or MEI)

Student Instructor Pilot II: - $18.00 per sim and flight session

FAA Certificated Flight Instructor with any TWO instructor ratings (CFI, CFII, or MEI)

Student Instructor Pilot III: - $20.00 per sim and flight session

FAA Certificated Flight Instructor with any THREE instructor ratings (CFI, CFII, and MEI or Gold Seal Flight Instructor Certificate)

APPENDIX-C

Stage Check Pilot pay: Stage Check pilots are paid the same hourly rate as they would if they were flight

instructing. However, these stage check pilots will be compensated for the oral portion of the stage check

event. Since this is an academic requirement prior to the flight event, this oral portion is necessary to assess

the students’ cognitive understanding of the syllabus content areas which support the flight skills assessment.

The oral portion of the stage check is compensated at the ground instruction rate. A flat rate of $20.00 per

hour is billed to the student, regardless if they pass or fail this oral assessment.

Stage Check events: The time allocated for the flight portion of the stage check event is clearly listed at the

top of each page in the syllabus. The maximum time allocated and compensated for the oral portion for each

stage check will be as follows:

Private Pilot

Private Pilot - Stage One: 1 hour

Private Pilot - Stage Two: 2 hours

Private Pilot - Stage Three: 2 hours

Instrument Pilot SEL or MEL

Instrument – Stage One: 1 Hour

Instrument – Stage Two: 1 Hour

Instrument – Stage Three: 1 Hour

Multiengine add-on

Stage One: 1 Hour

Stage Two: 1 Hour

Multiengine Commercial

Stage One: 1 Hour

Stage Two: 1 Hour

Stage Three: 2 hours

Standardization Board, Safety Board, and Aircrew Review Board Members (w/Asst. Chief designation):

Board Members are paid for their flight instruction using the Instructor Pilot III or IV compensation scale. The

higher session compensation scale for flight is considered compensation for all participation ground time

taken in attending Standardization Board, Safety Board, and ARB meetings.

Dispatching Flights for Solo and Buddy Flying: Instructors who have “pre-private pilot” students going on designated solo flights and solo cross-country flights, the compensation is one hour of Ground Instruction pay

for each round trip flight, as shown below:

APPENDIX-C

AVN 192A Instructor pay (hours) Lesson 10/10.5 Hobbs for dual and solo portions of flight Lesson 12 (dispatching pattern local) 1 Lesson 13 (dispatching practice area local) 1

AVN 193A Lesson 20 (dispatching X-country) 1 Lesson 20A (dispatching X-country) 1 Lesson 21 (dispatching X-country) 1 Lesson 22 (dispatching long X-country) 1

Instructors who are dispatching students for the “Buddy Flight’s”, the compensation is one hour Ground Instruction pay for each pilot (2 hours). This covers the dispatching of each of the two (2) student pilots for their respective multi-engine leg of the flight. These tasks are specifically listed in the EKU-A SOP.

Special Flight Instruction Compensation Situations:

Standardization Flights - initial and recurring a. Pilot under Instruction (PUI) - No pay b. CFI- providing instruction – If not a full time employee, paid at HOBBS Flight Instructor time

Repositioning aircraft flights –When asked to assist, CFIs will be compensated on the HOBBS at the ground

instruction rate of $20 per hour.

Post Maintenance Check Flights (PMCF) – All PMCF flights are flown at discretion of the EKU-A Aircraft

Maintenance Manager (AMM). If he requests CFI assistance, there is no compensation for these flights.

Unsatisfactory student preparation – When a student shows up unprepared for the flight lesson, the

instructor will assign an “unsat” grade for the flight lesson. If a student shows up a second time unprepared,

the instructor will again assign an “unsat” grade. In both cases the instructor will be compensated for one

hour of flight instruction and the student will be charged for one hour of flight instruction. Additionally, the

student will be grounded until he/she has made an appointment to see the Chief Flight Instructor to discuss

the circumstances of the cancellations. The instructor must immediately provide written notification to the

Director of Aviation, Carole Moores, and Jessica Madden of this situation.

No Shows – With the implementation of hard lines (repetitive weekly) scheduling of students and instructors,

a student that does not contact the instructor to cancel within 12 hours of a scheduled flight will be listed as

a “No Show” in FSP and the instructor will be compensated one hour of flight instruction. If the student “No

Shows” the second time, the instructor will be compensated the same as above. The instructor must

immediately provide written notification to the Director of Aviation, Carole Moores, and Jessica Madden of

this situation.

As an EKU-A Flight Instructor and under the conditions of employment I have read, understood, and agree to

the Pilot Pay scale outlined above.

Print employee name _____________________________

Employee Signature _____________________________ Date ____________________

APPENDIX-C

Appendix D Following 14 CFR 141.77, EKU Aviation Transfer Student checklist

Transfer Student Name: _________________________________________________________________

Transfer student EKU ID/901 Number______________________________________________________

1. Transfer student with less than private pilot certificate completed-_______________________

Student will be enrolled in EKU Part 61 Private pilot sequence, i.e., AVN 161-Private pilot

ground, 161A-Private pilot flight lab I, and 162A-Private pilot flight lab II at the discretion of

Director of Aviation/Chief Flight Instructor

2. Transfer student with private pilot certificate completed (part 61 or 141)___________________

Using EKU credit-by-examination process, new student applies to take EKU Private pilot

examination through testing center, paying transcription fee. Student also applies to take credit-

by-examination for private pilot practical. The student will be charged by aviation for an

additional hour of flight at $160 per hour for this practical check. Once both have been

successfully completed, the testing center will enter passing grades for AVN 161, 161A, and

162A onto student’s transcript. All 5 AATD hours specified in AVN 161 must be completed

before beginning flight training in instrument curriculum.

3. Transfer student with Private academic ground only completed from another aviation

university-_____________________________________________________________________

Student will be given credit for AVN 161 and enrolled in EKU Part 61 AVN 161A and 162A flight

labs at the discretion of Director of Aviation/Chief Flight Instructor. All 5 AATD hours specified in

AVN 161 must be completed before beginning flight training in remaining private pilot

curriculum.

4. Transfer student with instrument academic ground only completed from another 1000-hour R-

ATP university, such as ERAU or UND-________________________________________________

Student must be enrolled in EKUs part 141 Instrument academic ground, AVN 220, as co-

requisite or prerequisite to be enrolled in EKU part 141 instrument flight labs, AVN 221A and

222A.

5. Transfer student with Private and Instrument academic ground and flight (Private Certificate

and instrument rating) completed at another 1000-hour R-ATP university, such as ERAU or

UND-________________________________________________________________________

EKU can accept all courses as complete and start student in next EKU part 141 flight related

ground and flight courses, i.e., AVN 305 and 305A (Private MEL add-on).

Note: As EKU’s part 141 commercial certificate requirement specifies 50 AATD hours at the

time of the commercial MEL practical, all transfer students must make up any missing AATD or

flight hours prior to taking the commercial practical.

Student Signature ______________________________________Date _______________________

APPENDIX-D

Appendix E EKU-A Drug and Alcohol Policy Statement of Compliance

The use of illegal drugs constitutes an unsafe practice and is incompatible with a career in aviation. The following Code of Federal Regulations are provided as a basis of understanding to all personnel that use, or operate EKU Aviation aircraft. EKU students and flight instructors will be held accountable based on these regulations.

91.17 Alcohol or drugs.

(a) No person may act or attempt to act as a crewmember of a civil aircraft— (1) Within 8 hours after the consumption of any alcoholic beverage;

(2) While under the influence of alcohol;

(3) While using any drug that affects the person's faculties in any way contrary to safety; or

(4) While having an alcohol concentration of 0.04 or greater in a blood or breath specimen. Alcohol

concentration means grams of alcohol per deciliter of blood or grams of alcohol per 210 liters of breath.

(b) Except in an emergency, no pilot of a civil aircraft may allow a person who appears to be intoxicated

or who demonstrates by manner or physical indications that the individual is under the influence of

drugs (except a medical patient under proper care) to be carried in that aircraft.

(c) A crewmember shall do the following:

(1) On request of a law enforcement officer, submit to a test to indicate the alcohol concentration in the

blood or breath, when— (i) The law enforcement officer is authorized under State or local law to conduct the test or to have the

test conducted; and

(ii) The law enforcement officer is requesting submission to the test to investigate a suspected violation

of State or local law governing the same or substantially similar conduct prohibited by paragraph (a)(1),

(a)(2), or (a)(4) of this section.

(2) Whenever the FAA has a reasonable basis to believe that a person may have violated paragraph

(a)(1), (a)(2), or (a)(4) of this section, on request of the FAA, that person must furnish to the FAA the

results, or authorize any clinic, hospital, or doctor, or other person to release to the FAA, the results of

each test taken within 4 hours after acting or attempting to act as a crewmember that indicates an

alcohol concentration in the blood or breath specimen.

(d) Whenever the Administrator has a reasonable basis to believe that a person may have violated

paragraph (a) (3) of this section, that person shall, upon request by the Administrator, furnish the

Administrator, or authorize any clinic, hospital, doctor, or other person to release to the Administrator,

the results of each test taken within 4 hours after acting or attempting to act as a crewmember that

indicates the presence of any drugs in the body.

(e) Any test information obtained by the Administrator under paragraph (c) or (d) of this section may be

evaluated in determining a person's qualifications for any airman certificate or possible violations of this

chapter and may be used as evidence in any legal proceeding under section 602, 609, or 901 of the

Federal Aviation Act of 1958.

APPENDIX-E

______________________________ ____________ ____________________________

91.19 Carriage of narcotic drugs, marihuana, and depressant or stimulant drugs or substances.

(a) Except as provided in paragraph (b) of this section, no person may operate a civil aircraft within the

United States with knowledge that narcotic drugs, marihuana, and depressant or stimulant drugs or

substances as defined in Federal or State statutes are carried in the aircraft.

(b) Paragraph (a) of this section does not apply to any carriage of narcotic drugs, marihuana, and

depressant or stimulant drugs or substances authorized by or under any Federal or State statute or by

any Federal or State agency.

EKU Policy

1. EKU-A Instructor Pilots are authorized to cancel any flight if the student appears unfit to safely

operate the aircraft or demonstrates behavior suggesting impairment or symptoms associated with

recent impairment.

2. EKU-A pilots will adhere to the FAA mandated restriction on alcohol use within 8 hours of a flight

brief; additionally, pilots must be sufficiently free of the effects of alcohol, which may take a period

of time greater than 8 hours.

3. EKU-A pilots will adhere to the FAA restrictions on the use of drugs, including the use of over the

counter medications. While prescribed or over the counter medications may be used in the

treatment of an illness or seasonal allergy/cold symptoms, pilots may not use any medications that

will impair their judgment during the performance of flight duties.

4. EKU-A performs random drug testing and any pilot whose name appears on the drug test list must

comply within 24 hours of notification. Means of notification includes phone, email, Blackboard

message, and face to face communication.

5. Any EKU-A pilot who fails to comply with random drug testing will be grounded and must meet with

the Director of Aviation. Based on the outcome of this meeting, a recommendation will be made to

the Department Chair regarding the student’s continued progress in the program. 6. Any EKU-A pilot who tests positive on a drug test will be grounded and must meet with the Director

of Aviation. Based on the outcome of this meeting, a recommendation will be made to the Department Chair regarding the student’s continued progress in the program.

By your signature, you acknowledge you have read and fully understand the EKU Drug and Alcohol Policy.

1. I received my personal copy of the EKU Aviation Drug and Alcohol Policy. _____

2. I have read and understand the contents of that policy. _____

3. I acknowledged that this policy requires that I submit to random drug screening. _____

4. I acknowledge that if I refuse to submit or was not available on the day of the random drug screening, I will be grounded from all flight operations until I comply with all procedures found in the policy. _____

I acknowledge, understand, and will comply with the EKU Aviation Statement of Compliance.

Name Date Witness

APPENDIX-E

Late Check-In Form This form must be completed when a flight returns overdue by 15 minutes or more without prior arrangements with dispatch/scheduling. This form shall be kept in the instructor’s personnel file as part of his/her permanent record. Per SOP Section 6.6, more than one late Check-in may result in disciplinary action.

Aircraft Tail Number: Scheduled Check Out Time: Scheduled Due Back Time: Actual Check-out Time: Actual Due-Back Time: Instructor: Student: Lesson Attempted:

Reason(s) for overdue return:

Late Check-In Form This form must be completed when a flight returns overdue by 15 minutes or more without prior arrangements with dispatch/scheduling. This form shall be kept in the instructor’s personnel file as part of his/her permanent record. Per SOP Section 6.6, more than one late Check-in may result in disciplinary action.

Aircraft Tail Number: Scheduled Check Out Time: Scheduled Due Back Time: Actual Check-out Time: Actual Due-Back Time: Instructor: Student: Lesson Attempted:

Reason(s) for overdue return:

APPENDIX-F

SOP Waiver Form This form must be completed any time a deviation from the SOP is requested. Authorization to deviate from any part of the SOP can only be granted by the Director of Safety or the Director of Operations. This form shall be kept in the instructor’s and student’s personnel file as part of his/her permanent record. This form does not allow for deviation from any CFR. Deviation from the SOP without PRIOR approval may result in disciplinary action.

Aircraft Type: Scheduled Check Out Time: Scheduled Due Back Time: Instructor: Student: Lesson Attempted:

Description of SOP deviation request:

Approving signature:

SOP Waiver Form This form must be completed any time a deviation from the SOP is requested. Authorization to deviate from any part of the SOP can only be granted by the Director of Safety or the Director of Operations. This form shall be kept in the instructor’s and student’s personnel file as part of his/her permanent record. This form does not allow for deviation from any CFR. Deviation from the SOP without PRIOR approval may result in disciplinary action.

Aircraft Type: Scheduled Check Out Time: Scheduled Due Back Time: Instructor: Student: Lesson Attempted:

Description of SOP deviation request:

Approving signature:

APPENDIX-G