Flight Training General Operations - ERAU ETA - Embry-Riddle ...

FLIGHT 

OPERATIONS 

MANUAL 

Daytona Beach 

Campus

Flight Operations Manual 

Copyright © 2012 

Embry-Riddle Aeronautical University 

All rights reserved. 

Revised 08/27/2012 Rev 07

Flight Operations Manual i 

Embry-Riddle Flight Department Safety Values 

We value: 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

A confidential, trustworthy system to promote and develop safety. 

The importance that mentorship has on the learning process. 

The maintenance of a fault and blame free system to minimize human error. 

The sharing of information, knowledge, intelligence, wisdom and resources, 

without reservation, in order to improve safety. 

Our employees and peers for reporting safety issues and making contributions to 

improve our workplace safety. 

Our next day of safe operations ahead of us more than our safety record. 

That the foundation of safety lies in the attitudes and beliefs of each individual. 

That the protection from harm is each individual’s responsibility and requires 

deliberate effort on their part. 

The continuous analysis and improvement of our safety performance through 

feedback and communication. 

The efforts to report and address even the smallest hazard or safety event. 

The opportunity to learn through human error. 

The quality and competence of individuals and their motivation to continually 

develop their knowledge, skills, and abilities. 

The right of any individual to challenge any safety issue to create a safer 

environment. 

The role teamwork plays in improving safety. 

Rev 07 Revised 08/27/2012

ii 


Flight Department Mission Statement 

• The purpose of the Flight Department is to maintain its reputation as an 

international center of excellence for professional flight training remaining the 

professional pilot provider of choice for the aviation industry. 

• The Department’s educational philosophy is that ethical and responsible 

behavior, nested in a culture of safety and professionalism, is imperative for the 

success of its graduates. 

• The goal of the Flight Department is to provide the aviation professionals of 

tomorrow with the knowledge, skills, abilities, and judgment necessary to 

succeed in the global aviation community. 

• The intent of the Department is to accomplish its mission by: 

– serving the student body, department, college, and external community in 

support of the university’s overall mission 

– investing in and maintaining an exceptional safety culture 

– recruiting, training, and utilizing top quality instructional staff 

– acquiring and maintaining the appropriate national and international 

certifications for pilot training 

– providing the appropriate certifications required for students to become 

professional pilots 

– infusing state-of-the-art flight simulation into the curriculum 

– employing scenario-based training to edify advanced aeronautical 

decision making 

– providing a well-structured program to sustain the high level of 

standardization and professionalism demanded by industry 

– utilizing quality management techniques to continuously enhance the flight 

program 

– collaborating with industry leaders and aviation experts worldwide 


Flight Operations Manual iii 

Embry-Riddle Professional Pilot Code of Ethics 

 

Professional Pilots value the safety of themselves and those they fly with at all 

times! 

 

Professional Pilots are prepared for every flight and make the most of every hour 

spent in the air, in the simulator, or in oral preparation! 

 

Professional Pilots are on time to every activity! 

 

Professional Pilots dress appropriately for every flight activity! 

 

Professional Pilots exemplify self-discipline and exercise sound judgment at all 

times! 

 

Professional Pilots never mix alcohol and aviation or driving and never use illegal 

substances. 

 

Professional pilots treat everyone with dignity and respect. 

 

Professional Pilots adhere to the ERAU student honor code, ERAU flight rules, 

and FAA regulations. 

 

Professional Pilots love to fly and have fun doing it! 

 

Professional Pilots are the only kind of pilots that fly at Embry-Riddle 

Aeronautical University! 


iv 


Instructor Pilot Code of Conduct 

 

Above all else, SAFETY is always our number one priority 

 

Project a professional appearance and attitude 

 

Accept all types of students regardless of their differences 

 

Keep information concerning students confidential 

 

Foster an open line of communication with your students and manager 

 

Convey a positive attitude towards all training activities 

 

Address student concerns in a timely and proper manner 

 

Take pride in your students’ accomplishments 

 

Be a mentor to your students 

 

Treat each student with honesty and integrity 

 

Recognize the great responsibility you have as a flight instructor 

Remember that the knowledge you impart on your students will remain with them the 

rest of their flying careers! 


Flight Operations Manual v 

Training Manager Code of Conduct 

 

Promote an open and positive learning environment 

 

When things go wrong, be a leader and find solutions 

 

Respect your peers, co-workers and students 

 

Approach all student and instructor issues in a fair and impartial 

manner 

 

Maintain a proper and professional relationship with all students and employees 

 

Be discreet when discussing student and instructor issues 

 

Maintain organizational integrity 

 

Praise in public, criticize in private 

 

Promote cohesion and cooperation amongst managers lead by example 


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LIST OF EFFECTIVE PAGES 

This list of effective pages is used to determine the current status of every page in this 

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viii 


Table of Contents 

FLIGHT OPERATIONS ................................................................................................... 1 

Chapter 1 - Administration ............................................................................................. 11 

1.1 Introduction ..................................................................................................... 11 

1.2 The Flight Department .................................................................................... 12 

1.3 Evaluation Activities ........................................................................................ 20 

1.4 Re-enrolling in a Flight Course after a Failure or Withdrawal ......................... 21 

1.5 Progress Assessment, Stage Check, End of Course Check or FAA Practical . 

Test .............................................................................................................. 22 

1.6 Collaborative Learner Centered Grading Procedure ...................................... 24 

1.7 Final Course Grade (Part 141 Courses) ......................................................... 29 

1.8 Final Course Grade (Part 142 Courses) ......................................................... 29 

Chapter 2 – Embry-Riddle Aviation Safety Program ...................................................... 31 

2.1 Scope ............................................................................................................. 31 

2.2 Philosophy ...................................................................................................... 31 

2.3 Purpose .......................................................................................................... 31 

2.4 Authority and Responsibility ........................................................................... 32 

2.5 Reporting of Accidents and Incidents ............................................................. 34 

2.6 Team Safety Leaders ..................................................................................... 35 

2.7 Aviation Safety Information ............................................................................. 36 

2.8 Aviation Safety Training .................................................................................. 36 

2.9 Aviation Safety Awards ................................................................................... 36 

2.10 Aviation Safety Reports (Event Reporting System) ........................................ 37 

2.11 Flight Data Monitoring ..................................................................................... 38 

2.12 Aviation Safety Program Review and Revision ............................................... 40 

Chapter 3 – Scheduling ................................................................................................. 41 

3.1 ETA (Education and Training Administration) System .................................... 41 

3.2 Flight Schedule ............................................................................................... 41 

3.3 Schedule Modifications and Ops Requests .................................................... 41 

3.4 Cancellation Policy ......................................................................................... 41 

3.5 No-Shows ....................................................................................................... 42 

3.6 Activity Lengths .............................................................................................. 47 

3.7 Grounding and Hold Policy ............................................................................. 49 

3.8 Observers on ERAU Aircraft ........................................................................... 56 

3.9 Rental of ERAU Aircraft .................................................................................. 56 

3.10 Part 142 Policies ............................................................................................. 62 

3.11 Airman Certification and/or Rating Application (IACRA) System .................... 62 

Chapter 4 - Pre/Post Flight Operations .......................................................................... 65 

4.1 General ........................................................................................................... 65 

4.2 Pilot Conduct During Training ......................................................................... 65 

4.3 Equipment ...................................................................................................... 66 

4.4 Seating-Height Position .................................................................................. 66 

4.5 Aircraft Pre-flight Inspection ............................................................................ 67 

4.6 Responsibility for Damage to Aircraft.............................................................. 67 

4.7 Pre-flight/Post-Flight Briefings ........................................................................ 68 

4.8 Fuel Requirements ......................................................................................... 68 

4.9 Rudder Pedal Extensions ............................................................................... 69 

Chapter 5 - Ramp Operations........................................................................................ 70 

5.1 General ........................................................................................................... 71 

5.2 Smoking and Tobacco Products ..................................................................... 71 


Flight Operations Manual ix 

5.3 Boarding and Deplaning ................................................................................. 71 

5.4 Engine Starting .............................................................................................. 71 

5.5 Windscreen Care ........................................................................................... 72 

5.6 Fueling and Line Service ................................................................................ 72 

5.7 Taxiing ........................................................................................................... 73 

5.8 Parking ........................................................................................................... 74 

5.9 Eye Wash Station........................................................................................... 74 

5.10 Fire Extinguishers .......................................................................................... 74 

5.11 Ramp Security ............................................................................................... 74 

5.12 Dry Time ........................................................................................................ 77 

Chapter 6 - Local Operations ......................................................................................... 79 

6.1 General .......................................................................................................... 79 

6.2 Flight Supervisors .......................................................................................... 79 

6.3 Weather ......................................................................................................... 79 

6.4 Pilot Qualification Card ................................................................................... 79 

6.5 Types of PQ Status ........................................................................................ 80 

6.6 Supervised Solo Requirements ...................................................................... 82 

6.7 Check-In Procedures ..................................................................................... 82 

6.8 Noise Abatement............................................................................................ 83 

6.9 Local Area Operations ................................................................................... 84 

6.10 Practice Area Precautions .............................................................................. 87 

Chapter 7 - Night Operations ......................................................................................... 89 

7.1 Night Operations ............................................................................................ 89 

7.2 Night Solo Operations .................................................................................... 89 

7.3 Out-Late Operations ....................................................................................... 89 

Chapter 8 - Cross-Country Operations .......................................................................... 91 

8.1 General .......................................................................................................... 91 

8.2 Solo Cross-Country Flight Planning ............................................................... 91 

8.3 Dispatching Solo Cross-Country Flights ......................................................... 93 

8.4 Cross-Country Departures and En Route Operations (Dual and Solo) .......... 96 

8.5 Fueling En Route ......................................................................................... 100 

8.6 Deviations from Flight Plan .......................................................................... 100 

8.7 Re-Dispatch Authorization ........................................................................... 101 

8.8 Remain Over Night (RON) ........................................................................... 102 

8.9 Charges Reimbursed During Normal Operations ......................................... 102 

Chapter 9 - Maintenance ............................................................................................. 105 

9.1 Aircraft Care ................................................................................................. 105 

9.2 Aircraft Condition Record (ACR) .................................................................. 105 

9.3 Aircraft Discrepancies .................................................................................. 106 

9.4 Operation with Inoperative Instruments and/or Equipment .......................... 106 

9.5 Inspections and Scheduled Maintenance ..................................................... 107 

9.6 Tail Drag, Scrap or Strike ............................................................................. 107 

9.7 Tire Wear ..................................................................................................... 109 

Chapter 10 - Emergency Operations ........................................................................... 111 

10.1 General ......................................................................................................... 111 

10.2 Landing Gear Malfunctions ........................................................................... 112 

10.3 Medical Emergencies ................................................................................ 115 

10.4 Airsickness ................................................................................................ 115 

10.5 Lost Communications Procedure .............................................................. 116 

10.6 Fires .......................................................................................................... 116 

10.7 Lost Procedures ........................................................................................ 116 


x 


10.8 Laser Strike Procedures ............................................................................ 116 

10.9 Accident or Incident Notification Procedure Fault or Blame ....................... 116 

Chapter 11 - Restrictions and Limitations .................................................................... 117 

11.1 General ...................................................................................................... 117 

11.2 Clothing Restrictions .................................................................................. 117 

11.3 Flight/Duty Time Restrictions ..................................................................... 118 

11.4 Carriage of Firearms .................................................................................. 119 

11.5 Alcohol and Drug Restrictions ................................................................... 119 

11.6 Drug Testing .............................................................................................. 121 

11.7 Use of electronic devices during all ramp, ground and flight operations .... 123 

11.8 Electronic Flight Bags ................................................................................ 125 

11.9 Weather Restrictions ................................................................................. 127 

11.10 Thunderstorm Policy ................................................................................... 127 

11.11 Spin Restrictions ......................................................................................... 128 

11.12 General Flight Restrictions ......................................................................... 128 

11.13 General Flight Restrictions -Single-Engine Airplanes ................................. 135 

11.14 General Flight Restrictions- Multi-Engine Airplanes ................................... 136 

11.15 Non-Towered Airport Restrictions ............................................................... 139 

11.16 Controlled Airport Restrictions .................................................................... 140 

11.17 Solo Restrictions ......................................................................................... 141 

11.18 Instrument Training Operations .................................................................. 143 

11.19 Night Training Operations ........................................................................... 144 


Flight Operations Manual - Aviation Safety Program 11 

Chapter 1 - Administration 

1.1 Introduction 

The Flight Operations Manual (FOM) is a University publication containing regulations, 

policies, and procedures applicable to all Embry-Riddle Aeronautical University (ERAU) 

Flight Operations. Material contained herein applies to all pilots operating ERAU aircraft 

to ensure the safety and efficiency of ERAU Flight Operations. 

In addition to the policies and procedures contained herein, all flight training operations 

must be conducted in accordance with ERAU’s FAA approved Training Courses, Title 

14 of the Code of Federal Regulations (CFR), the specific Standard Operating 

Procedures (SOP), specific Pilot Operating Handbooks, Aircraft Flight Manuals and 

Checklists, and the Flight Information File (FIF). Crewmember (pilot) practices that are 

not documented herein are permitted as long as they do not conflict with the 

documented regulations, policies, and procedures. 

All pilots must review the FOM and supplemental documents as a matter of normal preflight 

activity. The In-Flight Guide (IFG), developed for use in the aircraft, provides 

information necessary for flight and must be carried aboard the aircraft at all times. 

It is the responsibility of all ERAU pilots to keep these publications current and to 

incorporate changes as they are disseminated by FIFs. Notification of revisions and 

current FIF items will be posted and may be accessed in the Education, Training, and 

Administration (ETA) system. Documents loaded on ForeFlight are acceptable and will 

be updated automatically. 

Compliance with the rules and policies stated in this manual and the other policy 

documents stated above is mandatory. Failure to comply may result in disciplinary 

action, which may include suspension or dismissal from the ERAU Flight Program. 

It is the responsibility of all ERAU pilots to notify the Flight Department of errors or 

omissions found in this manual. Suggested changes or revisions may be submitted in 

writing to the Chief Flight Instructor or the Chairman of the Flight Department. 


12 Flight Operations Manual - Aviation Safety Program 

1.2 The Flight Department 

The Chief Flight Instructor is recognized by ERAU and the FAA as the individual 

responsible for all matters pertaining to how the flight training program is conducted and 

for ensuring compliance with FAA policies and procedures. In addition, the Chief Flight 

Instructor is responsible for assisting the Training Managers with student progress or 

training issues. 

The Flight Supervisor, on duty during all normal operating hours, is the direct 

representative of the Chief Flight Instructor. 

The Director of Aviation Safety is responsible for overseeing the Aviation Safety and 

Accident Prevention Program. However, safety and accident prevention is the 

responsibility of every person associated with the flight-training program. It is only 

through the cooperation and active participation of all flight personnel that a safe 

operating environment can be assured. 

Students should not hesitate to contact anyone else in the flight training Department or 

support staff to resolve any issues or concerns. 

Training Structure 

The Flight Department is staffed by a group of aviation professionals responsible for 

providing the best training and service possible to all students. Everyone in the Flight 

Department is committed to ensuring the safety and success of each student. In order 

to best serve each student, the department is divided into various levels for 

management oversight: 

The basic operational units of the Flight Department are Teams. Teams are managed 

by a Training Manager (TM) and are staffed by approximately thirty (25) instructors 

working with 125 to 150 students. Each Team is allocated the resources necessary to 

ensure that consistent scheduling and training occur. 



Training Managers 

All instructors report to an assigned Training Manager (TM) who reports directly 

to the Chief Flight Instructor. A Training Manager’s primary responsibility is to 

ensure that students and the student’s parents are satisfied with the training 

program. 

Training Managers and their office telephone numbers are listed below. 

Team Number Training Manager Telephone Room 

1 James Holliman 386-226-6977 

2 Dan Thompson 386-226-7986 

3 Natsu Okiyama 386-323-8067 

4 Gary Carter 386-226-7196 

6 Joseph Maxwell 386-226-6826 

Flight Standards Manager Paul Cairns 386-226-6132 

Assistant Flight Standards 

Manager 

José Vargas 386-323-8066 

Specialized Training Manager Marisha Falk 386-226-7388 

Bldg 26 

Rm 213H 

Bldg 26 

Rm 213A 

Bldg 26 

Rm 213D 

Bldg 26 

Rm 213G 

Bldg 26 

Rm 213B 

Bldg 26 

Rm 213F 

Bldg 26 

Rm 213E 

Bldg 26 

Rm 213C 

Instructor Pilots 

The immediate contact for students are the individual Instructor Pilots. The 

Instructors should be able to assist with most problems students encounter. In 

the event more assistance is necessary, the student should not hesitate to 

contact their Training Manager. Instructor Pilots can be contacted through the 

ETA messaging system or University email. 



Student Advocates 

The Student Advocate Program is designed to assist students who encounter problems 

their Instructor Pilot or Training Manager cannot resolve. The Student Advocates will 

ensure that these issues are brought to the immediate attention of the Chief Flight 

Instructor or Chairman of the Flight Department. 

The primary Student Advocates within the Flight Department are: Ms. Marcy Frazier, 

386- 226-6929 (email: Marcy.Frazier@erau.edu), Building 26, Room 214, and Ms. 

Debra Preston, 386-226-6837 (email: presteda@erau.edu), COA, Room 116. Other 

Student Advocates are available within the Aeronautical Science Department. Students 

may contact any of the Student Advocates listed below directly or through the 

Department receptionist at 386-226-6800 to schedule an appointment. 

Student Advocate Office Telephone 

Dave Esser COA 245 386-226-6987 

Marcy Frazier BLD 26, RM 214 386-226-6929 

Tom Kirton COA 226 386-226-6892 

Tom Haritos COA 213 386-226-7219 

Debra Preston COA 116 386-226-6837 

The Flight Professional Conduct Board (FPCB) 

The FPCB consists of a group of flight students and one Training Manager who meet on 

a regular basis to discuss issues important to flight students, relay information to 

management, and facilitate communication between the flight students, faculty, and 

staff. The FPCB was established to promote and enforce the Embry-Riddle 

Professional Pilot Code of Ethics, act as a judiciary committee to review No-Show 

Petitions, and to ensure that both the flight students and Flight Department are following 

ERAU FOM policies and procedures. 

The Board consists of elected student representatives that include a president (student 

member), vice-president (student member), secretary (student member), multiple 



student board members, and a Training Manager (non-voting member). Qualifications 

for FPCB members are, and continue to be: 

1. Current ERAU Aeronautical Science student 

2. Must have completed at least one (1) flight course at Embry Riddle (may be waived 

with unanimous board approval) 

3. Ability to attend regular meetings 

4. Ability to read, understand and enforce ERAU policies. 

NOTE 

To review the complete by-laws that govern the FPCB, or for any 

other questions, please contact the FPCB at (386) 323-8046 or at 

Flight.Professional.Conduct.Board@erau.edu. 

Training Manager Referral to the FPCB 

Students who display unprofessional conduct may be referred to the FPCB by their 

Training Manager. Unprofessional conduct includes, but is not limited to: 

1. Disorderly conduct 

2. Disrespect of peers or ERAU faculty/staff 

3. Continuous lack of preparation 

4. Persistent tardiness 

5. Dishonesty 

6. Violation of FAA regulations 

7. Violation of ERAU rules 

8. Academic integrity issues 

9. A deliberate act that comprises safety 

10. ERAU honor code violations (See ERAU Student Handbook) 

The FPCB will investigate the student’s record and make a recommendation to the 

Chief Flight Instructor. The FPCB’s recommendations may include, but are not limited 

to: 

1. No action 



2. Continuous monitoring of the student 

3. Referral to an academic advisor 

4. Referral to counseling services 

5. Referral to the Flight Department Chairman 

6. Referral to the Dean of Students 

7. Withdrawal from a flight course 

8. Withdrawal from the flight program 

9. Suspension from the flight program 

10. Other 

Upon receipt of the FPCB’s recommendation, the Chief Flight Instructor will meet with 

the student and decide upon appropriate action. 

Flight Evaluation Board 

A Flight Evaluation Board (FEB) is a fact finding body convened by the Flight 

Department Chairman if a formal investigation is deemed necessary. The Board 

investigates possible violations of Federal Aviation Regulations, the Embry-Riddle Flight 

Operations Manual, the Embry-Riddle Professional Pilot Code of Ethics or 

demonstration of poor judgment. The Board is comprised of a Chairman, and 

representatives from Flight Department management, the Instructor Pilot cadre, Fleet 

Maintenance, SGA, Aeronautical Science, the Dean of Students’ Office, Aviation Safety 

and any other organization requested by the Flight Department Chairman. The board 

makes its recommendations to the Chief Flight Instructor and the Flight Department 

Chairman. Recommendations made by the Flight Evaluation Board for Suspension or 

Dismissal from the Flight Program will be forwarded to the University Honor Board for 

final review. 



Administrative Staff 

Position Title Name Telephone Room 

Chairman of the Flight 

Department 

Ken Byrnes 386-226-6893 

Chief Flight Instructor Ivan Grau 386-226-6993 

COA 

Rm 117 

Bldg 26 

Rm 214A 

Assistant Chief 

Nicola Payne 

386-226-6992 

Bldg 26 Rm 214B 

Flight Instructors 

Paul Cairns 

386-226-6132 

Bldg 26 Rm 213F 

Administrative Assistant to the 

Chief Flight Instructor 

Marcy Frazier 386-226-6929 Bldg 26 Rm 214 

Director, Aviation Safety Justin Johnson 386-226-6763 Bldg 26 Rm 118B 

Administrative Assistant to the 

Chairman of the Flight 

Department 

Debra Preston 386-226-6837 

COA 

Rm 116 

Advanced Standing / 

Off-Campus Flying 

Jeff McNamee 

Jamie Cox 

386-226-6979 

386-226-6383 

Bldg 26 Rm 115 

ETA Administrator Jamie Cox 386-226-6383 Bldg 26 Rm 115 

Flight Course Registration 

Coordinator 

Jeff McNamee 386-226-6979 Bldg 26 Rm 115 



Administrative Offices and Services 

Office/Service Title Name Telephone Room 

Flight Dispatch Desk 386-226-6804 Bldg 26 

Flight Security Officer Scott Mozer 386-226-7527 Bldg 26 Rm 118A 

Manager, Dispatch/ 

Ramp Operations 

Betsy Durnin 386-226-6980 Bldg 26 Rm 110 

Lead Flight Supervisor Mary Lou Westmoreland 386-226-6813 Bldg 26 Rm 216A 

Flight Maintenance 

Scheduling 

Flight Data and 

Certification 

Knowledge Testing 

Coordinator 

Jack Haun 

386-226-6810, 

6811, 6812 

Leigh Walker 

386-226-6829/ 

386-226-6979 



Jean Hakojarvi 386-226-7221 Bldg 26 Rm 207B 

Betty Wilson 386-226-4945 COA 133 

Long Distance Telephone Calls to ERAU 

The telephone number for use by students and instructors on cross-country flights 

during scheduled operating hours is 1-800-50 EMBRY (1-800-503-6279). Outside 

scheduled operating hours, the telephone number is 386-226-6000 (a collect call to the 

ERAU switchboard). 

Miscellaneous Phone Numbers 

Flight Service Station is 1-800-992-7433 or 1-800-WX-BRIEF. Follow the instructions 

to obtain a full weather briefing. 



Where to Go for Help or Action 

Add Flight Course to Current Semester ................ Flight Course Registration Coordinator 

Complete Paperwork .............................. Flight Data and Certification/ Training Manager 

File an Accident/Incident Report ............................................................. Flight Supervisor 

Financial Grounding ................................................................................... Bursar’s Office 

Flight Security ................................................................................. Flight Security Officer 

Flying Availability Change ......................................................................Training Manager 

Flight Safety Concerns, Safety Suggestions ............................ Director of Aviation Safety 

Grade, Final Course Grade ....................................................................Training Manager 

Help, No One Will Listen ....................................................................... Student Advocate 

Instructor Assignment ............................................................................Training Manager 

Instructor Change ..................................................................................Training Manager 

Medical Grounding ....................................................................................Health Services 

Off-Campus Flying Approval ................................. Flight Course Registration Coordinator 

Pay Course Deposit ................................................................................... Bursar’s Office 

Pilot Certificate Issuance ...................................................... Flight Data and Certification 

Pre-Register for a Flight Course ........................... Flight Course Registration Coordinator 

Rental Qualification ..................................................... Flight Supervisor or Instructor Pilot 

RON Approval within a Flight Course ........................... Chief Flight Instructor/Asst. Chief 

RON Approval for a Rental ..................................................................... Flight Supervisor 

Schedule Check .......................................................................................................... ETA 

Voluntary Grounding ..............................................................................Training Manager 

Withdraw from a Flight Course .............................................................. Training Manager 

Knowledge (Written) Test................................................................... Testing Coordinator 



1.3 Evaluation Activities 

Embry-Riddle Aeronautical University’s mission is to train professional pilots who are 

ready to enter the aviation industry. Therefore students are held to a high standard of 

performance. To maintain this level of quality, an evaluation process is used to 

determine in an unbiased manner, based on the student’s performance and attitude, if it 

is beneficial for a student to remain in an Embry-Riddle flight course. 

14 CFR Parts 141 and 142 require that students meet all requirements specified for 

each stage of training and the minimum hours required to complete each course. 

Instructor Pilots and students should review the training syllabus for each course 

to become knowledgeable with the hour requirements specified for the flight 

course. 

Students can save time and money by going on observer flights and making use of the 

Tutor Lab facilities located on the first floor of the College of Aviation. Students who 

anticipate having the ability to accelerate through a course must confer with their 

Instructor Pilot in order to prepare and plan accordingly. The Student Observer report in 

ETA allows a student to search for upcoming scheduled activities that they can observe. 

The report allows a look-up by course, activity type, and a specific unit if desired. The 

student will still have to ask permission from the student and instructor on the flight. 

Students having difficulty making satisfactory progress may be subject to further review 

and evaluation. Extra training (XT), counseling sessions with a Training Manager, Tutor 

Lab assignments, evaluation activities and written plans of action for further training are 

all an integral part of the flight training process. The objective is to ensure that all 

students receive the full benefit of the Department resources and have every 

opportunity to succeed in their training goals. 

After a student has attempted a lesson two times Training Manager action is required. 

The Training Manager must first meet with the Instructor to determine the cause or any 

extenuating circumstances. 



At that point the TM can either approve a limited number of additional XT’s (no more 

than 3) or have the student fly with another Instructor, as designated by the TM, as an 

evaluation. The results of the evaluation can be the satisfactory completion of the 

lesson, approval of additional XT’s, an Instructor change and/or Tutor Lab assignments. 

A plan of action must be put in the comments section of ETA. 

If the student continues successfully no further action is necessary. 

If the student continues to fail the approved additional training, at the completion of 

those approved lessons a second evaluation will be conducted. This evaluation will be 

assigned to a Training Manager or Flight Standards Instructor Pilot familiar with the 

training course. The results of the evaluation can be the satisfactory completion of the 

lesson, approval of additional XT’s, an Instructor change and/or Tutor Lab assignments. 

A plan of action and/or TM recommendation must be put in writing and signed by the 

TM, the Flight Instructor and the student. 

If the student continues successfully, no further action is necessary. 

If the student continues to fail the approved additional training, at the completion of 

those approved lessons a third evaluation will be conducted. This evaluation will be 

assigned to an Assistant Chief Flight Instructor or their designee. The results of this 

evaluation will be to allow the student to continue in the course with a written plan of 

action to successfully complete the course, or withdrawal from the course with an F. 

Should a student choose to withdraw at any point or fail out of the course, the student 

will have to wait until the next semester to re-enroll in the course. The Chief Flight 

Instructor will have the discretion to allow a student to re-enroll in the flight course 

during the same semester. 

1.4 Re-enrolling in a Flight Course after a Failure or Withdrawal 

Upon failing or withdrawing from a flight course a student will be placed on a “Course 

Repeat” hold in the ETA system. Students who re-enroll in a flight course after failing or 

withdrawing will have to meet with their Training Manager to remove the hold from their 



record. The purpose of this meeting is to review the student’s prior course record, 

review the students recency of flight, determine the students expectations, answer any 

student concerns, and to create a plan of action. This meeting will be documented in 

the comments of the students training record. 

1.5 Progress Assessment, Stage Check, End of Course Check or FAA Practical 

Test 

A Progress Assessment, Stage Check, or End of Course Check or FAA Practical Test, 

is an oral, FTD and/or flight activity used to ensure that the student has reached the 

level of competence required by the course syllabus and/or the FAA Practical Test 

Standards (PTS). Prior to the check or test, the student must review the tasks to be 

conducted and their standards for performance and resolve any questions with their 

instructor. 

Students taking a check or test that requires cross-country (X-C) flight planning 

must obtain a Cross-Country Planning Sheet from the Specialized Training Manager or 

the Flight Supervisor, one day in advance of the scheduled check or test. This sheet 

provides the departure/destination airports and the weight-and-balance information that 

must be used for completing the required flight planning. Private Pilot (FA 121), 

Instrument Airplane (FA 221 or FA 222), and Commercial Pilot (FA 321, FA 324 or FA 

322) tests require cross-country flight planning as part of the test. Students must have 

the assigned cross-country flight planning prepared (using real-time weather) prior to 

the scheduled ETA activity start time for the check or test. 

The check or test is conducted by a Check Instructor or Training Center Evaluator 

(TCE) who will be courteous and fair, but, as required by the FAA, may not act in an 

instructional capacity. The student will be responsible for all radio communications and 

in-flight operational decisions and should not expect any assistance from the Check 

Instructor or TCE during the check or test. If during the check or test, the student’s 

performance does not meet the completion standards prescribed in the curriculum or 

PTS for one or more line items, a grade of U (unsatisfactory) or R (requires additional 

training) must be awarded for those items, and the check or test lesson must be graded 

U or R. When a check or test lesson is graded U or R, the student must receive 



additional instruction (and the appropriate logbook endorsement and application, when 

applicable) before the check or test may be scheduled again. 

After additional instruction is received, the student will be scheduled for the re-check or 

re-test, and, when conducted, evaluated on the item(s) found unsatisfactory on the 

previous check or test. However, the Check Instructor or TCE (in accordance with FAA 

policy) is not limited to evaluating only the unsatisfactory line item(s) from the previous 

check or test, and may evaluate any line item(s) included in any portion of the check or 

test, even if those items were satisfactory on the previous check or test to ensure 

making an accurate evaluation. 

The re-check or re-test activity, and any other portion of the check or test, must be 

completed within 60 days from the date that the initial checking or testing began. If the 

entire check or test has not been completed satisfactorily within that 60 day period, the 

student must be re-tested on all portions of the check or test. If a student fails a 1 st retest, 

the student is entitled to a 2 nd re-test. 

During the 2 nd re-check or re-test, the Check Instructor or TCE will check the 

unsatisfactory line item(s) and any line items that have not been completed. However, 

in accordance with FAA policy (PTS), the Check Instructor or TCE may also re-check or 

re-test any line item from any portion of the check or test that was previously completed 

satisfactorily if the Check Instructor or TCE deems it necessary for making an accurate 

evaluation. 

If the student completes the 2 nd re-check, or re-test satisfactorily, the highest letter 

grade that may be awarded for course completion is D. If the student fails the 2 nd recheck 

or re-test, the student may fail the course and a letter grade of F may be 

awarded. A student may be allowed additional rechecks or re-tests only at the 

discretion of the Chief Flight Instructor, or Flight Department Chairman. 



1.6 Collaborative Learner Centered Grading Procedure 

Lesson grading is an integral part of the learning process and should be both objective 

(standards-based rather than opinion-based) and collaborative (the grade should be 

determined by agreement between student and instructor) to be effective. The 

instructor should encourage the student to be critical of their own performance and to 

review and grade that performance after each flight. This process teaches the student 

to be critical of their own performance and to learn and apply the lesson and PTS 

standards. Research has shown that students and instructors eventually grade the 

student’s performance in a similar manner as they collaborate on the process. 

While all grades have either a positive or negative effect on student motivation, this 

system is designed to focus on the student’s performance, rather than the student 

themselves. Objective grades can be given at any level on any lesson. A student may 

perform a maneuver the first time within the PTS standard. If so, they should receive 

the grade (P1). If in later flights they cannot maintain that standard, they should grade 

themselves to the (P2 / L or R) standard as appropriate. It is the pattern of grading that 

is important, not a particular grade for a single event. Learners normally progress and 

regress as they learn. Objective grading recognizes this fact and reports accurately on 

their daily performance. 

Immediately following the lesson the instructor and student will independently assess 

the student’s performance and agree on the appropriate grade. Once complete, the 

instructor and student will compare the grades decide upon a final grade for the lesson 

to be entered into ETA. 

In all cases, the instructor is the final authority on the grade. However, if conflicts over 

grading arise, both instructor and student should examine the module Completion 

Standard or the applicable PTS to resolve the conflict. The Completion Standards 

described ensure the accuracy of the grade. The Completion Standard is the deciding 

factor. 



The following represents the grading options available to the student and 

instructor when evaluating the performance of a module Line Item: 

Line Item Grading Scale 

Performing 

Practicing 

Learning 

Requires Additional Training 

Incomplete 

(P1) 

(P2) 

(L) 

(R) 

(I) 

Line Item Grading Defined 

Performing (P1) 

The student performed the task without assistance from the instructor. Errors and 

deviations were identified and corrected by the student in a timely manner. The 

student’s performance on this task meets the PTS standard. At no time was the 

successful completion of the activity in doubt. 

Practicing (P2) 

The student was able to practice the task with some assistance from the instructor. The 

student, with coaching and/or assistance from the instructor, quickly corrected most 

minor deviations and errors. The student meets the lesson standard. 

Learning (L) 

The student has been recently introduced to a task and occasionally exceeds the limits 

of the approved standard, but takes prompt corrective action when the tolerances are 

exceeded. The student is working toward consistently attaining the lesson standard and 

should achieve this level of performance when a syllabus progress check or FAA 

evaluation requires it. The student and the instructor should establish a student 

preparation and instruction plan to improve the student’s performance so that s/he 

meets future lesson standards without deviation. 



Requires Additional Training (R) 

At the completion of the task, the student and instructor agree that the student does not 

fully understand, or needs more practice or preparation to make progress, and will not 

meet the lesson standard or PTS standard when a syllabus progress check or FAA 

practical test requires unless additional training is accomplished. This grade requires 

the student and instructor to discuss the plan for the next lessons and will require a 

repeat of the current lesson or specific additional training. The Student Training 

Manager / Team Mentor may be called upon to assist the instructor and student. 

Incomplete (I) 

The scheduled task or maneuver was not performed and will need to be made up in 

future lessons. 

The following represents the grading options available for Module (Unit) grading 

including Progress Assessments and Stage Checks: 

Module (Unit) Grading Scale 

Performing 

Requires Additional Training 

Incomplete 

(P) 

(R) 

(I) 

Module (Unit) Grading Defined 

Performing (P) 

The lesson module is complete when all Line Items for the module (unit) have been 

completed in accordance with the module (unit) Completion Standards. 



NOTE 

All module Line Items must be graded “P” before continuing to the 

next module (unit). No Line Item(s) may be carried over to the next 

module. Depending on the number of Line Items requiring additional 

training, the student should be scheduled for a back-to-back activity 

as the next activity. 

Requires Additional Training (R) 

The lesson module line items have been completed with one or more Line Items graded 

“R”. 

Incomplete (I) 

One or more module Line Items have not been attempted and any completed Line 

Items completed have been graded “P”. 

For End of Course Tests or Checks, the overall Module (Unit) grade given by the 

Instructor is done so in accordance with the following guidelines: 

Module (Unit) Grading Scale 

Satisfactory 

Unsatisfactory 

Incomplete 

(S) 

(U) 

(I) 

Module (Unit) Grading 

Satisfactory (S): The lesson module is complete when all Line Items for the module 

(unit) have been completed in accordance with the module (unit) Completion Standards. 

Unsatisfactory (U): The student does not demonstrate proficiency and competency in 

accordance with the module (unit) Completion Standards for one or more of the 

following reasons: 



1) Consistently exceeding the tolerances of the approved standard or; 

2) Failing to take prompt corrective action when tolerances are exceeded or; 

3) The instructor is required to take corrective action to maintain safety of flight or; 

4) The student fails to demonstrate mastery of the aircraft with successful outcome of 

the task seriously in doubt or; 

5) In the judgment of the evaluator, the student does not meet the approved standard 

of performance of any task performed. 

Incomplete (I): Five or more line items in the unit are unable to be accomplished. All 

items that were completed are satisfactory. 

The following represents the grading options available to the student and instructor 

when evaluating the performance of a module Line Item: 

Line Item Grading Scale 

Outstanding 

Good 

Minimum 

Unsatisfactory 

Incomplete 

(O) 

(G) 

(M) 

(U) 

(I) 

Outstanding (O): The student performs the task within approved standards, never 

deviating to the limits of the standard; demonstrates complete mastery of the aircraft. 

Good (G): The student performs the task within approved standards, sometimes 

deviating to the limits of the standard, with the successful outcome for the task never 

seriously in doubt. 

Minimum (M): The student occasionally exceeds the limits of the approved standard 

with prompt corrective action taken when the tolerances are exceeded. 



Unsatisfactory (U): The student does not demonstrate proficiency and competency in 

accordance with the module (unit) Completion Standards for one or more of the 

following reasons: 

1) Consistently exceeding the tolerances of the approved standard; or 

2) Failing to take prompt corrective action when tolerances are exceeded; or 

3) Requiring the Instructor to take corrective action to maintain safety of flight; or 

4) Failing to demonstrate mastery of the aircraft with successful outcome of the task 

seriously in doubt or; 

5) Not meeting the approved standard of performance of any task performed (in the 

judgment of the evaluator). 

Incomplete (I): One or more module Line Items have not been attempted and any 

completed Line Items completed have been graded O, G or M. 

1.7 Final Course Grade (Part 141 Courses) 

Students must receive a passing grade on all lessons, stage checks, and knowledge 

(written) tests to pass the course. In the event a student fails a ground-training test, 

they will be allowed to repeat the test. If the ground-training re-test is failed, the course 

is failed and a grade of “F” for the flight course will be issued. Students failing the same 

course twice will be unable to repeat the course again. All Part 141 flight courses are 

awarded a letter grade (A, B, C, D, F) as the final course grade. 

1.8 Final Course Grade (Part 142 Courses) 

Students must receive a passing grade on all lessons and stage checks to pass the 

course. All Part 142 flight courses are awarded a letter grade (A, B, C, D, F) as the final 

course grade. 





Chapter 2 – Embry-Riddle Aviation Safety Program 

2.1 Scope 

This portion of the FOM outlines the Aviation Safety Program in effect at Embry-Riddle 

Aeronautical University. The complete Aviation Safety Program is described in the 

University Comprehensive Safety Plan. 

2.2 Philosophy 

Safety is the primary concern at Embry-Riddle Aeronautical University. The University 

takes a proactive stance by emphasizing accident prevention, hazard identification, 

safety data collection and dissemination, comprehensive emergency response 

procedures, and an active safety education program. The University is committed to the 

concept that safety is an integral part of all flight training, operations and maintenance 

functions. Adherence to carefully developed operational policy, procedures, and flighttraining 

curriculum is an essential part of the safety program. The effectiveness of the 

safety program relies on the unrestricted flow of information between instructors, 

students, staff and maintenance personnel. Participation in this program is critical to the 

continued safety of the University flight environment. Information voluntarily supplied 

(which does not involve negligence, deliberate violations or criminal acts) will not be 

used for punitive action or implication of guilt by anyone participating in this program. 

2.3 Purpose 

The purpose of the Aviation Safety Program is to promote hazard identification, accident 

prevention, and safety education. This vital program has been designed to be both 

visible and dynamic. 

Hazard identification forms the foundation for basic accident prevention and safety 

awareness. This program is designed to aid in the identification of actual and potential 

hazards. This information will be used to develop recommendations for changes that will 

improve flight safety. 



2.4 Authority and Responsibility 

Oversight of the safety of the flight department is vested in the Dean of the College of 

Aviation, who chairs the Daytona Beach Campus Aviation Safety Council. The 

Daytona Beach Campus Aviation Safety Council will serve the following purposes: 

 

 

 

 

Review the status of current incidents and accidents, including a review of 

the actions taken or contemplated. 

Review the status of current hazard reports, including a review of the 

actions taken or contemplated. 

Review of all audits, safety reports including a review and approval of 

responses and actions taken. 

Review and resolve any flight safety matters that may be presented to the 

committee. 

The Campus Aviation Safety Committee will be composed of: 

1. Council Chair; Dean of the College of Aviation 

2. Council Recorder; Director of Aviation Safety 

3. Council Member; Chief Flight Instructor 

4. Council Member; Assistant Chief Flight Instructor, Operations 

5. Council Member, Assistant Chief Flight Instructor, Standards 

6. Council Member; Director of Maintenance 

7. Council Member; Chairman, Flight Department 

8. Council Member, Chairman, Aeronautical Science 

The Director of Aviation Safety administers the College of Aviation’s Aviation Safety 

Program. The Director of Aviation Safety reports directly to the Dean of the College of 

Aviation. . Managers, supervisors, students, and staff at all levels are responsible for 

the implementation of Aviation Safety Program. Further, all ERAU employees, 

students, and contract personnel are responsible for hazard identification, and 

incident/accident prevention. 



The Director of Aviation Safety has the following authority: 

1) Define ERAU investigation and reporting procedures for hazards, incidents, and 

accidents. 

2) Develop the necessary forms and instructions for implementing the University 

Aviation Safety Program. 

3) Define and require the reporting of any safety-related event. 

4) Conduct an investigation of any safety-related event. 

5) Require the grounding, if deemed necessary, of any flight student or instructor pilot 

involved in a safety-related event that is under investigation. Only the Director of 

Aviation Safety, or the Chief Flight Instructor in consultation with the Director of 

Aviation Safety, may lift safety-related groundings. In the absence of the Director of 

Aviation Safety or Chief Flight Instructor, their designated alternates will fulfill this 

role. 

6) Conduct aviation safety inspections of any ERAU flight-related operation, facilities, 

or contractor providing flight-related services. 

7) Represent ERAU regarding aviation safety matters in dealing with government 

agencies and professional organizations. 

8) Assume Embry-Riddle Investigator-In-Charge responsibilities for any accident or 

incident that is reportable under 49 CFR Part 830, as amended. Represent ERAU 

under the party participant provisions of 49 CFR Part 831, as amended. 

The Director of Aviation Safety has the following responsibilities: 

1) Provide safety oversight of all aircraft maintenance and flight-related activities on a 

daily basis. 

2) Provide aviation safety training as required by the University Aviation Safety 

Program. 

3) Maintain a reporting system for hazards, incidents, and accidents. 

4) Maintain an aviation safety analysis program. 

5) Provide feedback on all identified hazards, incidents, and accidents. 

6) Develop and maintain a pre-accident guide. 



7) Support and promote the University Aviation Safety Program. 

8) Maintain, review, and recommend revision of the Aviation Safety Program. 

9) Maintain a risk mitigation process that assigns accountability and tracks the 

mitigation efforts to completion. 

10) Facilitate confidential communication between flight students, instructor pilots, and 

flight administration. 

11) Provide reports on aviation safety to University management. 

12) Distribute aviation safety information and conduct regular meetings with flight 

training personnel and flight students. 

13) Provide timely advice and assistance on aviation safety matters to line managers at 

all levels. 

14) Participate in dialogue between safety professionals, Air Traffic Control, airport 

management, the University Aviation Safety Council, and the local community to 

discuss safety-related matters. 

2.5 Reporting of Accidents and Incidents 

All accidental damage to ERAU aircraft and equipment; injury to ERAU students, 

employees and flight observers resulting from aircraft operation; or damage to non- 

ERAU property or injury to members of the general public resulting from University flight 

training operations or maintenance operations shall be reported to the Duty Flight 

Supervisor. The Duty Flight Supervisor will notify the appropriate University officials 

and the Director of Aviation Safety. 

All events listed on aviation safety reporting forms shall be reported to the Duty Flight 

Supervisor or Director of Aviation Safety. The Duty Flight Supervisor will notify the 

appropriate University officials as required. Aviation Safety staff will investigate all 

safety-related concerns upon receiving notification of a potentially hazardous situation. 

Aviation Safety staff will verify the hazard, and task the appropriate management for 

investigation and resolution. Under normal circumstances, affected management will 

have fifteen (15) days to provide the Director of Aviation Safety with results of the 

investigation and action taken or contemplated. The Director of Aviation Safety will 

maintain a log reflecting the status of all hazard reports. 



2.6 Team Safety Leaders 

The purpose of Team Safety Leaders is to create a safety "infrastructure" within the 

safety structure. A Team Safety Leader is appointed to represent the aviation safety 

program at the instructor pilot, student and maintenance technician levels. Team 

Safety Leaders are also tasked with assisting the Director of Aviation Safety with other 

duties as assigned. A Team Safety Leader’s responsibilities include the following: 

1) Attend regularly scheduled meetings with Director of Aviation Safety to address 

specific team safety concerns. 

2) Investigate safety reports and provide feedback to the Director of Aviation Safety, 

instructor pilots, maintenance technicians and students 

3) Conduct ground lab safety education seminars. 

4) Assist the Director of Aviation Safety with the investigation of any safety-related 

event. 

5) Assist the Director of Aviation Safety with the inspection of any ERAU flightrelated 

operation, facilities, or contractor providing flight-related services. 

6) Assist the Director of Aviation Safety in providing oversight of all aircraft 

maintenance and flight-related activities on a daily basis. 

7) Assist the Director of Aviation Safety in providing aviation safety training as 

required by the University Aviation Safety Program. 

8) Assist the Director of Aviation Safety in maintaining a reporting system for 

hazards, incidents, and accidents. 

9) Assist the Director of Aviation Safety in maintaining an aviation safety analysis 

and risk mitigation programs. 

10) Provide feedback on all identified hazards, incidents, and accidents. 

11) Support and promote the University Aviation Safety Program. 

12) Maintain a high level of “safety awareness” and facilitate both open and 

confidential communication among flight training management, instructor pilots, 

and flight students. 

13) Distribute aviation safety information and conduct regular meetings with flight 

training personnel and flight students. 



14) Provide timely advice and assistance on aviation safety matters to line managers 

at all levels. 

15) Maintain a current library of safety-related literature and periodicals for reference 

and research. 

2.7 Aviation Safety Information 

The Director of Aviation Safety is responsible for obtaining and distributing pertinent 

flight safety information, excluding the Flight Information File (FIF) documentation. 

Instructors are tasked with passing all safety related information to students. 

Aviation Safety staff will maintain a safety bulletin board where safety information will be 

displayed. The bulletin board will be updated on a regular basis and contain information 

aimed at raising instructor/student safety awareness. All instructor pilots, maintenance 

personnel, and flight training management attend regularly scheduled meetings where 

they are briefed on relevant safety issues. 

2.8 Aviation Safety Training 

The Director of Aviation Safety will develop a training program to indoctrinate all new 

Flight Training Department personnel and flight students into the University Aviation 

Safety Program. This training may either be incorporated into existing indoctrination 

programs or given separately by the Director of Aviation Safety or other aviation safety 

staff. The Director of Aviation Safety will provide or facilitate aviation safety training for 

Team Safety Leaders. 

2.9 Aviation Safety Awards 

Employees and students who contribute significantly to the Aviation Safety Program will 

be recognized. The contribution may be a single act that prevented injury or damage, or 

it may be in the form of a hazard resolution, service on a safety committee, or anything 

that significantly enhances flight safety. 

The On-The-Spot safety award will be presented to a selected individual for outstanding 

achievement for promoting aviation safety at Embry-Riddle. The Aviation Safety Office 

believes that recognizing those individuals who strive for a safer environment will 

strengthen our commitment to safety. In addition, the intent of this award is to 



recognize someone who not only follows the required standards, but also sets those 

standards higher. 

The University recognizes that achievement awards relating to safety instill pride and 

quality in each flight training department. Therefore, each flight training location further 

recognizes outstanding contributions to the furtherance of aviation safety by offering 

campus-specific awards in addition to those outlined above. 

2.10 Aviation Safety Reports (Event Reporting System) 

Any student, employee, or contract personnel observing a hazardous situation, event or 

concern that could affect flight safety is encouraged to report it to the Director of 

Aviation Safety, Team Safety Leader, or Duty Flight Supervisor by any available means. 

The Director of Aviation Safety will provide aviation safety reporting forms (blue forms) 

in accessible areas for this purpose. Reports can also be made via ERAU’s Event 

Reporting System at smart.erau.edu. Aviation Safety Reports (AvSR’s) submitted to the 

Aviation Safety Department will kept confidential and be non-punitive. No student or 

employee will be punished for submitting an Aviation Safety Report or performing any 

action self-disclosed in their report except for reports that involve: 

1) Criminal Activity 

2) Substance Abuse 

3) Controlled Substances 

4) Alcohol 

5) Intentional falsification 

6) Intentional disregard for safety, or intentional violation of the code of federal 

regulations. 



2.11 Flight Data Monitoring 

ERAU has the capability of recording certain flight data in select Garmin G1000 

equipped ERAU aircraft using the Garmin G1000 flight data logger feature. This data is 

recorded in order to be analyzed by the Aviation Safety Department for the following 

purposes: 

1) Able to determine when aircraft limits, operating limitations, ERAU/CFR 

rules are exceeded (V NE , Pitch, Roll, CHT, RPM, etc.) 

2) Events of aircraft limits being exceeded will be de-identified and 

maintenance will be notified to make sure the issue was 

reported/addressed 

3) All events of specified limits being exceeded the crew will be notified and 

they will have the opportunity to submit a safety report but it is not 

required. 

4) Any use of the data (operational analysis, flight training, etc.) will be deidentified 

before being shared 

5) Use data to help investigate current Aviation Safety Reports 

6) Identify and analyze operational indicators (unstable approaches, hard 

landings, etc.) 

The Garmin G1000 flight data logger feature records the following 51 parameters every 

second and is used for analysis in ERAU’s FDM program: 

• Date 

• Time 

• GPS altitude (MSL) 

• GPS altitude (WGS84 

datum) 

• Baro-Corrected altitude 

(feet) 

• Baro Correction (in/Hg) 

• Indicated airspeed (kts) 

• Magnetic Heading 

(degrees) 

• HSI source 

• Selected course 

• Com1/Com2 frequency 

• Nav1/Nav2 frequency 

• CDI deflection 

• VDI/GP/GS deflection 

• Wind Direction (degrees) 

• WAAS GPS horizontal 

protection level 

• WAAS GPS vertical 

protection level 

• Fuel Qty (right & left)(gals) 

• Fuel Flow (gph) 

• Fuel Pressure (psi) 

• Voltage 1 and/or 2 

• Amps 1 and/or 2 



• Vertical speed (fpm) 

• GPS vertical speed (fpm) 

• OAT (degrees C) 

• True airspeed (knots) 

• Pitch Attitude Angle 

(degrees) 

• Roll Attitude Angle 

(degrees) 

• Lateral and Vertical G 

Force (g) 

• Ground Speed (kts) 

• Ground Track (degrees 

magnetic) 

• Latitude (degrees; 

geodetic; +North) 

• Longitude (degrees; 

geodetic; +East) 

• Wind Speed (knots) 

• Active Waypoint Identifier 

• Distance to next waypoint 

(nm) 

• Bearing to next waypoint 

(degrees) 

• Magnetic variation 

(degrees) 

• Autopilot On/Off 

• AFCS roll/pitch modes 

• AFCS roll/pitch 

commands 

• GPS fix 

• GPS horizontal alert limit 

• GPS vertical alert limit 

• Engine RPM 

• Oil Pressure (psi) 

• Oil Temperature (deg. F) 

• TIT (deg. F) 

• Manifold Pressure (in. Hg) 

• CHT 

• EGT 

The data is recorded on a SD card that is inserted on the top slot of Garmin G1000 

MFD display. If the aircraft has the capability of flight data logging a SD card is inserted 

by ERAU maintenance technicians and will have security tape placed over the slot and 

SD card. If the security tape is missing or appears to have been tampered with then the 

airplane should be downed and the discrepancy should be reported to maintenance. 

NOTE 

No one besides an authorized ERAU technician should remove the Flight Data 

Logger SD card at any time. ERAU technicians will only remove a Flight Data 

Logger SD card at regularly scheduled intervals as prescribed by the Director of 

Aviation Safety or when requested by the Aviation Safety Department or when 

requested by the Director of Maintenance in consultation with the Director of 

Aviation Safety. 



When the SD cards are removed by an ERAU technician the SD card is delivered 

directly to the Aviation Safety Department. Only the Aviation Safety Department is 

authorized to access and download the data from a flight data logger SD card. It is the 

responsibility of the Aviation Safety Department to keep all recorded flight data under 

ERAU’s FDM program confidential. The data recorded from the Garmin G1000 flight 

data logger feature will never be used as the sole source of evidence for punitive action 

unless it is determined to involve the following circumstances: 

1) Criminal Activity 

2) Substance Abuse 

3) Controlled Substances 

4) Alcohol 

5) Intentional falsification 

6) Intentional disregard for safety, or intentional violation of the code of federal 

regulations. 

2.12 Aviation Safety Program Review and Revision 

The Daytona Beach Campus Aviation Safety Council maintains the Daytona Beach 

Campus Aviation Safety Program and reviews the program periodically. Suggestions 

for revision should be forwarded to the Director of Aviation Safety. 


Flight Operations Manual - Scheduling 41 

Chapter 3 – Scheduling 

3.1 ETA (Education and Training Administration) System 

The ETA system is a web-based system used for record keeping and scheduling. To 

access the system go to http://eta.erau.edu/. To log in, enter your ERNIE online user 

name and password. Once logged into ETA, you may change your PIN. Your 

password will be the same as your ERNIE account and can only be changed in ERNIE. 

3.2 Flight Schedule 

While the flight schedule evolves during each business day, the flight schedule for the 

following day is not “official” until after 1700. Students and instructors should be aware 

that only the schedule posted after 1700 is to be considered the source for official flight 

schedule information for the next day. The only acceptable place to check the schedule 

is on ETA after 1700. 

Students are required to check the flight schedule in ETA after 1700 on the day prior to 

each day they are normally scheduled for training or on other days they have made 

themselves available for training. 

3.3 Schedule Modifications and Ops Requests 

Instructors wishing to schedule an activity after the regular schedule has become official 

(after 1700 the day prior to the activity) may do so by using the ETA “Schedule 

Request” screen. Upon mutual agreement between the instructor and student, the 

instructor can schedule an activity if a resource is available. The Instructor must speak 

directly to the student when making a schedule modification. A voicemail is not 

sufficient. All schedule modifications after 1700 require the instructor’s and student’s 

approval. 

3.4 Cancellation Policy 

Once a flight schedule has been posted, if an activity needs to be cancelled, methods 

of cancellation are limited to the following: 


42 

Flight Operations Manual - Scheduling 

1. The Flight Desk is authorized to cancel activities for the following reasons only 

(comments must be entered): 

a. Weather 

b. A/C Down Maintenance 

c. NAC - Dispatch 

d. Student No-Show 

e. AFSC Closed 

2. A Training Manager* may authorize the cancellation of a scheduled activity 

Monday through Friday from 0600 to 2200 for the following reasons only (comments 

must be entered in ETA): 

a. TM Discretion 

b. Operations per TM 

c. Schedule per TM 

d. IP Sick (Scheduled IP sick and no replacement available) 

e. Reschd for Today 

f. Instructor No-Show 

*A Flight Supervisor may authorize cancellations for these reasons on Saturdays and 

Sundays or during hours when a Training Manager is not on duty. 

3. The Scheduler may cancel activities only for the following reasons: 

a. Amended Day Prior 

b. NAC-Scheduling 

3.5 No-Shows 

Students failing to check-in at Flight Dispatch at or prior to their respective check-in 

times are considered a no-show. No-Shows can occur in dual and solo flight training 

activities, oral sessions, flight training device (FTD) activities, and ground training 

classes. Refer to Section 6.5 for check-in procedures. 



Flight activities are scheduled class periods and student attendance is required. 

Regular student attendance for flight activities reduces cost and time to complete 

each flight course and reduces the cost to all students by more efficiently using 

flight resources. Students who no-show a training activity cost themselves and 

every other student more money, increase their training time, and reduce their 

chances to successfully complete the course. 

No-Show Unprepared 

Policy requires that all students report on time and are prepared for their scheduled 

activities. Students may receive a no-show" for failure to arrive prepared for a 

scheduled training activity. This preparation includes completing homework 

assignments, proper dress, proper rest, possession of equipment needed, or completion 

of a cross country flight plan before the event start time. Unprepared no-shows are not 

eligible for petition. 

Unexcused/Expired No-Show Penalty Schedule and Limit 

All courses have a limit of 3 unexcused absences. Any no-show that occurs after a 

third unexcused no-show is not eligible for petitioning with the FPCB. The student 

will be grounded upon receiving a no-show if the student has a total of three open or 

unexcused no-shows. The student will remain grounded until all no shows are 

adjudicated or authorization is given by the Department Chairman or Chief Flight 

Instructor to resume training. The student may receive a grade of F and be 

withdrawn from the course. A student may be allowed to continue in a course after 

three (3) unexcused no-shows only at the discretion of the Chief Flight Instructor, or 

Department Chairman 

The penalty fee for any unexcused no-show will be assessed as follows: 

1. $100 for the first unexcused no-show. 

2. $200 for any subsequent unexcused no-show. 


44 


A No Show resulting from a medical ground that was placed on a student in accordance 

with the grounding policy will not count toward this total. 

Excused No-Show Limit 

Students will be allowed a set number of excused no-shows per course, as shown by 

the chart below. No-shows beyond this limit will be automatically unexcused and not 

eligible for petitioning with the FPCB, however, consideration may be given to students 

with legitimate extenuating circumstances by the Training Manager, Chief Flight 

Instructor, or Department Chairman. A no-show resulting from a medical ground that 

was placed on a student in accordance with the grounding policy will not count toward 

this total. 

Course No. of Excused 

No-Shows 

FA121 5 

FA 122 3 

FA 221 4 

FA 222 4 

FA 321 4 

FA 322 2 

FA 323 2 

FA 324 3 

FA 326 1 

FA 417A 3 

FA 417I 2 

FA 460 1 

No-Show Petition Process 

If a student believes that a No-Show has been charged in error, or that a legitimate 

excuse exists for not attending a scheduled activity: 

1. The No-Show may be petitioned using a no-show petition form. The form may be 

obtained from the student’s Training Manager. A Training Manager, the Chief Flight 



Instructor, or the Department Chairman can excuse the no -show for only 

extenuating circumstances at their discretion without going through the petition 

process. 

2. The student must submit a no-show petition form to the Specialized Training 

Manager within four (4) calendar days (excluding University holidays) after the date 

of the No-Show and before the completion of the flight course. 

a. After this period the no-show status will be changed to expired and is not eligible 

for petition. 

3. The final evaluation (approval or disapproval) of the petition is made by the FPCB. 

To be considered for excusal a student must physically be present to meet with the 

FPCB within ten (10) calendar days of the no-show (or at the FPCB’s next 

scheduled meeting). The Specialized Training Manager will schedule this meeting. 

4. Students attending the FPCB meeting to petition a no show have five minutes after 

their scheduled meeting time to check in with the FPCB members. If the student 

fails to check in before their scheduled time the no show will be automatically 

unexcused. The FPCB schedule can be found posted outside Room 119 in Building 

26 

5. The FPCB will provide the student with a copy of each judged petition. 

No-Show Petition Appeal Process 

If new evidence arises regarding a previously unexcused no-show, students may repetition 

the no-show. In doing so: 

1. All appeals must be filed with a Training Manager within fourteen (14) days after the 

date of the original decision and before the completion of the flight course. 

2. The student must physically be present to meet with the FPCB at the FPCB’s next 

scheduled meeting. The FPCB schedule can be found posted outside of Room 

213C in the Flight Operations building (26). 


46 


i. The student is responsible for checking the AFPCB’s schedule and 

attending an FPCB meeting within the time restrictions listed. 

3. The student must cite circumstances that are materially different from those cited in 

the original petition (in the opinion of the FPCB). 

4. The student must note on the no-show Petition form that the petition is a re-petition. 

5. The FPCB’s decision on a petition may be appealed only once. 

6. The FPCB will provide the student with a copy of each judged petition. 

Ground training no-shows must be made up. The student may be required to pay for a 

one-on-one oral with the ground-training instructor or an instructor approved by the 

ground-training instructor to cover the material missed. 

No-Shows Not Eligible for Petition with the Professional Conduct Board (FPCB) 

A no-show is not eligible for petitioning if: 

1. No-show Unprepared 

2. A no-show was issued when the appropriate self grounding rule(s) was/were not 

followed. 

3. A no-show was issued when the appropriate hold rule(s) was/were not followed. 

4. A no-show was issued after the three (3) excused no-show limit is reached. 

5. A no-show was issued after the three (3) un-excused no-shows limit is reached. 

No-Show Deferment 

Students may attend a seminar in order to excuse their first no-show in a flight course. 

The student and no show must meet the following criteria: 

It is the student’s first open no-show in the course that is eligible for petition by 

the FPCB in accordance with this section 

The student has not petitioned and waives the right to petition the no-show. 

The student has no more than two excused no-shows in the course. 

The student has not used this first no show deferment for any no-show in any 

course. 



The student must notify their Training Manager within four (4) calendar days of the noshow 

that they wish to attend the seminar to excuse an eligible no-show. The student 

then must attend the seminar, within ten (10) calendar days of the no-show. 

Instructor No-Show 

An IP will be no-showed if he or she is not with the student ready to begin the activity 

within 30 minutes of scheduled activity start time. The ONLY exception is if the IP is 

running late from his/her previous flight. It is the IP’s responsibility to notify the Flight 

Desk so a message may be relayed to the waiting student. The activity will be 

cancelled if the IP is unable to make the activity within 45 minutes of the scheduled 

activity start time. 

3.6 Activity Lengths 

Training activities are scheduled by periods. Periods will be scheduled as follows: 

1. Ground Training Devices 

Ground Training Devices consist of FTDs, CPTs, and PCATDs. Timely start and stop 

times are imperative because activities in these devices are scheduled consecutively 

with no breaks in-between. 

2. Local Flights 

The intended length of flight is specified in ETA and course syllabi. The actual flight 

time may vary somewhat. Approximately 0.5 hours of oral time for pre-flight and postflight 

discussion is provided in each lesson unit. This time is flexible and, if more or less 

is needed, may be scheduled by the instructor prior to the flight or requested during the 

flight. 

3. Cross-Country Flights 

The time scheduled for a cross-country flight must include the actual flight time required 

by the module and the ground time for refueling, filing flight plans, etc. The flight 

supervisor will assign ground time as necessary for each flight. In any case, the flight 


48 


supervisor will be notified immediately when, because of unanticipated delays, ground 

time limitations will be exceeded. 

In cases when a resource is not returned by the activity start time, or an airplane 

experiences a maintenance discrepancy and the next scheduled activity is unable to go, 

the student and instructor have the option to cancel the activity with the reason: NAC 

Dispatch (No AirCraft). The student and instructor may opt to wait for 15 minutes to see 

if a resource will return so the planned activity may be conducted. However, if the 

activity is still NAC’d, the student is eligible to receive a 0.3-hour (18 minutes) Hobbs 

time credit in the resource type that was to be used for the canceled activity. To obtain 

this credit, the student must see the Flight Supervisor. 

3. Due Back Times 

All flights and FTD’s will be planned so that the FTD lesson is completed or the flight 

returns prior to the scheduled due back time. Due back times serve two purposes: 

1) To allow Flight Dispatch to keep track of ERAU airplanes. If your airplane is 

not back on time we begin an emergency response plan and start a search 

and rescue. 

2) For scheduling purposes, airplanes are scheduled so as to be re-dispatched 

as soon as the airplane returns. In most cases, the airplane has been 

prescheduled for additional flights and any delays in the return to ERAU will 

delay the departure of the next flight. 

If you are late on your return to KDAB, then someone else may not get an airplane. 

However, never compromise safety in trying to return to DAB on time. If you are 

going to be late and circumstances allow, contact Eagle Ops to advise of your new 

arrival time. 



3.7 Grounding and Hold Policy 

Students may be restricted from participation in certain flight-related activities for 

various reasons. Short term restrictions/absences are referred to as grounding, and 

long-term restrictions/absences are referred to as a hold. Release from grounding is 

referred to as un-grounding. 

NOTE 

A notification will appear at the bottom of a student’s ETA Home Page 

stating the grounding type, date it began and who created the 

ground/hold. Additionally a student can find this information on the My 

Issues tab on the far right side of the ETA Homepage. 

Grounding Reasons and Process: 

A grounding day is defined as a training day (flight block day) that a student is grounded 

for during the academic semester. 

The following groundings are controlled by the students input or actions that institute 

grounding: 

1. Financial Grounding – Used when the student fails to settle his/her account with 

the University Bursars office. This grounding is entered by the Bursars Office. It is 

assumed that students who are financially grounded or students who have open 

cashier balances forgot to pay and will settle his/her account before checking in for 

their next activity. A student can still be scheduled if they are financially grounded 

and a financial grounding or an outstanding cashier balance cannot be used as an 

excuse to prevent a No-Show. To avoid this and other problems with the payment 

system, students must make it a habit to pay at the completion of each activity. 

NOTE 

If a student has a financial issue that will result in an inability to conduct 

flight training activities, that student must see their Training Manager to be 


50 


placed on financial hold. The student must do this on the first business 

day after becoming aware of the situation. 

2. Medical Grounding - Students not feeling fit for an activity for medical reasons may 

be put on medical grounding using the following process: 

Medical Grounding Process 

1. Notify Health Services 386-226-7917 of their condition prior to their 

scheduled activity start time. This notice may either be in person, or by 

phone (a date stamp answering machine may take the call). 

2. Contact their Instructor prior to activity start time and inform them that they 

are sick via: 

a. ETA message or 

b. Phone call or 

c. Text Message or 

d. Email 

3. Physically report to Health Services, by the end of the same business day 

that the flight training activity was scheduled, to be seen and treated. If 

the condition warrants, the student will be medically grounded by Health 

Services and excused from flight training activities. Should Health 

Services be closed, or the student’s medical conditions preclude their 

actual visit, they must report by the end of the next day Health Services is 

open. 

4. Students with medical issues that exceed the three (3) day limit must 

email or call their Training Manager to be placed on medical hold (see 

Medical Hold). Students on Medical Hold will lose their flight block and 

Flight Instructor. 

Medical Un-Grounding Process 

1. When a student is fit to resume training it is their responsibility to follow up 

with Health Services for un-grounding and to advise their Training 

Manager. 



2. If the student is grounded for flight only they shall plan to be scheduled for 

oral and FTD activities and also verify their medical grounding status with 

their Training Manager. 

If the student complies with the aforementioned process, the No-Show will be 

excused by the student’s Training Manager without the need to submit a No-Show 

Petition form. If a student does not comply with the aforementioned process, the 

student will not be excused from their scheduled activities, and the No-Show will not 

be eligible for petition. 

NOTE 

It is the responsibility of the student to visit Health Services to be 

ungrounded. 

NOTE 

Excessive medical groundings could result in withdrawal from the flight 

course at the discretion of the Training Manager, Chief Flight Instructor or 

Chairman of the Flight Department. 

Some conditions that warrant medical grounding include, but are not limited to: 

Upper respiratory infections 

Fever 

Nausea, vomiting, diarrhea 

Local anesthesia 

Blood donation 

Prescription and over the counter drugs 

Undue fatigue 

Please contact an Aviation Medical Examiner (AME) for information regarding any 

medication you may be taking and the impact of that medication on the safety of 

flight. 

This grounding is entered by the Health services office. 


52 


3. No-Show Limit Grounding – Used when the student reaches the no-show limit. 

Student will continue to be scheduled as normal but must see a Training Manager 

before checking in for an activity. A no-show limit grounding cannot be used as an 

excuse for future no-shows. This is entered by a Training Manager, TM’s assistant, 

Chief Flight Instructor or Assistant Chief Flight Instructor. 

4 Self Grounding – Used to request absence from a scheduled training activity during 

the academic semester. The student should use this option as a last resort and 

attempt to resolve any schedule conflicts without impacting the training schedule. 

Use of these grounding days will have an adverse effect on the student’s grade in 

the flight course. This is entered by a Training Manager, TM’s assistant, Chief Flight 

Instructor or Assistant Chief Flight Instructor. 

Self grounding rules: 

a. All grounding requests must be made using the online grounding form, 

located in ETA on the Links tab one training day (flight block day) prior to 

the students next scheduled flight block period (i.e. student with a MWF 

0820 block that submits a self-grounding for Monday must complete the 

request before Friday at 0820). During summer semesters, requests must 

be made two training days prior to the student’s next activity. 

b. 4 days maximum self grounding is allowed per course. 

c. 3 grounding days will result in loss of a letter grade and a mandatory 

meeting with the appropriate Training Manager. 

d. 4 grounding days will result in loss of two letter grades and a mandatory 

meeting with the Chief Flight Instructor, Assistant Chief Flight Instructor or 

the Department Chair., and the student may lose their flight block. 

e. 5 grounding days will result in a letter grade of F and withdrawal from the 

flight course. 

5. ROTC/Military Grounding- Used when a student must be grounded for a 

mandatory ROTC event or when military personnel are required to be grounded for 

official military duties. This grounding request must be made using the online 



grounding form, located in ETA on the Links tab one training day (flight block day) 

prior to the students next scheduled flight block period. During summer semesters, 

requests must be made two training days prior to the student’s next activity. 

Students must submit official orders or a letter issued by the commanding officer to 

the appropriate Training Manager; otherwise the grounding will be considered a selfgrounding. 

This is entered by the Training Manager or TM’s assistant. 

6. ERAU Athletics Grounding- Used for ERAU sanctioned intercollegiate athletic 

events including Flight Team. This does not include club or intramural sports. 

Students must submit a letter issued by the coach to the appropriate Training 

Manager; otherwise the ground will be considered a self-grounding. This is entered 

by the Training Manager or TM’s assistant. 

The following groundings are controlled by the Flight Department administration: 

1. Flight Ops – A student or instructor may be grounded for an apparent violation 

of an ERAU or FAA regulation until the situation has been resolved. Any student 

or instructor involved in an incident/accident involving damage or injury to 

persons or property is automatically grounded. This grounding does not fix 

blame on any particular party; it is merely a precautionary action taken until the 

cause of the incident /accident has been determined. This is entered by the Chief 

Flight Instructor, Assistant Chief Flight Instructor, or the Flight Supervisor. 

2. Safety - Used to ground a student or IP for a safety related issue. This is entered 

by the Director of Aviation Safety. 

3. Ramp Badge - Used to ground a student or IP for a missing or expired FTRA/ 

Airport Badge. This is entered by the Flight Security Officer. 

4. Administrative - Used by the Flight Department administration for various 

reasons. (i.e., disciplinary, ground school failure, academic, sixth day during 

summer term, bereavement, TM discretion, etc.) Supporting documentation may 

be required by the Training Manager or administrative officer so not to affect the 

student’s final course grade. 

Additionally, the Chief Flight Instructor, based on reasonable suspicion, has the 

authority to administratively ground any student who is enrolled in the flight training 


54 


program. The Chief Flight Instructor can also request that the student receive 

clearance from a qualified professional, such as an Aviation Medical Examiner or 

mental health professional, before being allowed to return to active flight status. The 

Chief Flight Instructor has the authority to refuse training to any student. 

Hold Reasons 

A hold day is defined as a training day (flight block day) when a student is on hold 

during the academic semester. 

The following holds are controlled by the students input or actions that institute a hold: 

1. Financial Hold – Used when the student is unable to afford flight training for an 

indefinite period. 

2. Medical Hold – Used by the Training Manager when a student has a significant 

medical issue and is going to be absent beyond the 3-day grounding limit. 

The following holds are administered by flight department personnel: 

1. TSA - Used to restrict flight training after a TSA clearance or a US issued 

passport has expired. If a US passport is used to prove citizenship and that 

passport will expire during the flight course, the student will be placed on TSA 

hold until an updated passport is provided to Records and Registration and 

Flight Scheduling has been notified. Non-US citizens will be placed on hold 

180 days after receiving a clearance if a course has not been started. 

Additionally, non-US citizens will be placed on TSA hold if they do not finish 

their training within 365 days of being issued TSA clearance. To avoid being 

placed on hold in this instance, begin the process of re- applying with the TSA 

in a timely manner. 

2. Flight Data & Certification - The FAA requires that a student’s full legal 

name must appear on all flight documents which include the Student Pilot / 

Medical Certificate, pilot certificate, and government issued photo ID. Flight 

Data & Certification will make several attempts, through phone calls, emails, 

and weekly reports to the Training Managers, to inform the students that they 



are missing documents or need corrections to their current documents and 

offer assistance in making those corrections. When a student fails to bring 

Flight Data & Certification the proper documents a Flight Analyst will place the 

student on a Flight Data & Certification Hold as a last effort to get the student 

to bring in and verify their documents are correct. The goal of the hold by 

Flight Data & Certification is to have the students, who have ignored all other 

attempts, bring in their documents prior to their end of course check activities 

so that they will not have a delay in finishing their flight training. 

3. Vacation Hold - Used when a student is on vacation while class is out of 

session. This would include Thanksgiving, Christmas, Spring Break and 

Summer Vacation. Students will be put on hold automatically when the 

academic semester is not in session (see academic calendar). If a student 

desires to fly outside of the academic calendar, they must state their intent to 

do so to their Training Manager at least seven (7) days in advance. The 

Training Manager will remove the Vacation Hold and the student will be 

responsible for all scheduled activities while they are not on hold as all 

scheduling, no-show, and grounding rules will still apply. 

Hold Rules: 

1. All hold requests must be made using the online grounding form, located in ETA on 

the Links tab to the Specialized Training Manager one training day prior to the 

students next scheduled flight block period (i.e. student with a MWF 0820 block that 

submits a hold request to start on Monday must complete the request before Friday 

at 0820). During summer semesters, requests must be made two training days prior 

to the student’s next activity. 

2. If a student requests to be on hold while class is in session, the student may lose 

his/her flight block 

3. A hold lasting three months or more (with the exception of a vacation hold) will result 

in the student being withdrawn from the flight course, unless otherwise approved by 

the Chief Flight Instructor or Department Chairman. 


56 


NOTE: 

After a period of 90 days of inactivity a student will be withdrawn for 

abandonment of course. 

3.8 Observers on ERAU Aircraft 

ERAU allows observers on training flights for the purpose of observing training activities 

or orientation to the flight program. No observer will be allowed to fly on ERAU aircraft 

unless that observer is, at the time of the intended flight, a currently enrolled ERAU 

student, staff, faculty member, alumni, immediate family member of the currently 

enrolled student or ERAU employee, or prospective student referred by the Admissions 

Office. 

The Chief Flight Instructor, or his/her designee, may approve observer flights for 

persons not listed above if, in his/her opinion, such an exception is warranted. With the 

exception of ERAU flight students, no persons under the age of 18 will be allowed to 

observe ERAU flight training activities without written consent from that person’s parent 

or legal guardian. Observers may be authorized on dual flight activities only. 

The non-ERAU observer must obtain an Observer Authorization form from the Flight 

Supervisor. The form must be completed by the observer and authorized by the Flight 

Supervisor. The student and instructor signature verifies that the presence of the 

observer will not interfere with the training lesson. 

In all cases, student observers who are enrolled in an ERAU flight course at the time of 

the intended flight will take priority over any other observers on that flight. 

No more than one observer is authorized on any training flight, unless prior approval is 

received from the Chief Flight Instructor or Assistant Chief Flight Instructor. 

3.9 Rental of ERAU Aircraft 

ERAU offers the rental of its aircraft to its current instructors, students, and employees 

in accordance with the following guidance: 



1) As the renter of this aircraft, the renter agrees to allow no one else to act as PIC of 

the aircraft. 

2) The renter will return the aircraft at the agreed time, weather permitting. 

3) The renter will not use the aircraft for instructional flights. Flight instruction is not 

allowed, except for the instruction required for the rental checkout flight and 

instruction given for a recent course completed student needing refresher/retraining 

in preparation for the FAA practical test with a DPE. 

4) The renter will only fly over the route specified. 

5) The renter will not pick up passengers at another airport, unless previously approved 

by the flight supervisor. Passengers are limited to those listed with the Flight 

Supervisor at the time of departure. The renter shall conduct all operations of the 

aircraft from the left seat only, unless the renter is enrolled in a CFI course, or holds 

a current Flight Instructor Certificate. 

6) The renter will call Embry-Riddle Flight Operations at 1-800-50- EMBRY in the event 

of a delay, deviation, or any other unexpected circumstances, and advise. 

7) The renter agrees to comply with the following requirements to safeguard 

themselves and the aircraft: 

a. Perform a weight and balance and performance computation, preflight 

inspection and engine run-up in accordance with the ERAU checklist prior to 

each takeoff. 

b. All flights must be conducted in accordance with the FARs, Flight Operations 

Manual, Flight Information File, Aircraft Manuals, Airplane Checklists, and 

Airplane Supplemental Information Sheets. 

c. Fly only in weather conditions for which the aircraft is equipped, FAA ratings 

and certificates are held, and for which FAA currency requirements are met. 

d. Land at established airports with hard-surfaced runways, except as a 

precautionary emergency measure, and shall ensure that the aircraft is 

properly secured on the ground. 

8) The renter agrees to arrange the return of the aircraft to its home base if forced to 

leave it elsewhere due to unexpected circumstances, and to cover all costs 

pertaining to the renter. 


58 


9) The renter agrees to pay for loss of or damage to the aircraft, not covered by 

insurance, due to renter negligence on the ground. 

10) The renter agrees that the aircraft charges will be based on the Hobbs Meter 

readings, if installed, or Tachometer reading, if a Hobbs Meter is not installed. 

11) The renter agrees to pay for the aircraft flight time immediately after returning to 

Embry-Riddle. Failure to do so may result in up to a 3-month, no-rental penalty. 

12) The renter certifies meeting the requirements to carry passengers stated in 14 CFR 

Part FAR 61.57 (a.)(1). 

13) The renter agrees to ensure proper aircraft servicing and security at an approved 

destination. 

14) Any overnight expenses will be the responsibility of the PIC. Tie-down and landing 

fees are the responsibility of the PIC. Fuel, oil, and mechanical repairs will be 

covered by ERAU. The Flight Supervisor must be notified prior to making any 

arrangements with aircraft mechanics. Any charges incurred without ERAU 

approval will be the responsibility of the PIC. 

15) The renter agrees to conduct cross-country operations under a filed and active FAA 

VFR or IFR flight plan when any destination exceeds the practice area limits. 

Operations outside of the local practice area are authorized under the following 

conditions: 

a. Approved destination airports (landings) are those in the ERAU Flight 

Operations Manual, and any other airport verified by the Flight Supervisor to 

have appropriate fuel and maintenance service available, and approved by 

the Chief Flight Instructor. 

b. The renter must comply with the ERAU flight following policies and 

procedures. 

16) IFR operations by other than current ERAU Instructor Pilots are allowed, but will 

require that: 

a. two pilots occupy the front seats, and 

b. both pilots are qualified and current to operate under IFR. Flights must be 

conducted in accordance with all applicable FARs. 



In addition, the flight may not be dispatched nor may an instrument approach be 

initiated unless current reports and forecasts indicate the weather at any destination 

airport at the time of arrival will be at least above the minimums required for the 

successful completion of an instrument approach and will meet the following ERAU 

criteria: 

a. Precision approaches: ceiling 600 feet and visibility 2 sm. 

b. Non-precision approaches: ceiling 800 feet and visibility 2 sm. 

17) The renter understands that all schedules and rentals are not guaranteed. In the 

event of a shortage of aircraft for ERAU training purposes, the renter may be 

contacted and informed that the aircraft will not be available. 

18) Arrivals after the close of Flight Operations will not be approved. 

19) The Flight Supervisor may approve Remain-Over-Night (RON) individually after a 

review of the renter's file for restrictions and after determining that aircraft availability 

for enrolled students will not be affected for the period of the rental. Pilots must 

receive dispatch authorization from the Flight Supervisor prior to any flight operations 

after the RON. 

Renter Qualification, Checkout and Associated Limitations 

ERAU Instructor Pilots may rent an aircraft for which they have a current flight instructor 

standardization form on file. For aircraft in which they have not been standardized, a 

checkout by an authorized ERAU Instructor Pilot must be accomplished with a 

completed Rental Qualification form submitted for the file. Multi-engine airplane 

checkouts must be conducted by an ERAU Flight Standards IP. 

ERAU students and employees may rent an aircraft in which they have been checkedout 

by an authorized ERAU Instructor Pilot and have a current Rental Qualification Form 

on file for that aircraft. If the renter is an ERAU student, that student’s instructor can sign 

the Renter Qualification Form. 

In all other circumstances the renter must complete a rental checkout with an ERAU 

employed Instructor Pilot, who is appropriately qualified in the aircraft. If the Renter did 

not receive flight training and certification from ERAU, the Renter must pass an 

Instrument Proficiency Check (IPC). 


60 


The "checkout" must include a review of those items appropriate for the satisfactory 

completion of a Flight Review and/or Instrument Proficiency Check, as appropriate, and 

must include a complete review of the ERAU Flight Operations Manual, Flight 

Information File, Aircraft Manual, Aircraft Checklists, Supplemental Information Sheets, 

and local operating procedures. After satisfactory completion of the checkout, a Renter 

Qualification Form must be completed, dated, and authorized by the Instructor Pilot. 

The Renter Qualification will be kept on file and is valid for one year following the date 

of authorization. 

Renter rental currencies can be checked on ETA. 

If you hold a Private Pilot certificate (ASEL): 

1) Day VFR flight (1 hour after sunrise to 1 hour before sunset) permitted 

2) Normal day rental checkout /Instructor Pilot signoff 

3) Wind specification (specified on Rental Contract) 

4) Currency entered in ETA 

If you hold a Private Pilot certificate (ASEL) with an Instrument Airplane Rating: 

1) Day and night VFR operations approved 

2) Night VFR flights requires a night checkout 

3) IFR operations may be conducted with two instrument-rated and current pilots in the 

front seats, day only 

If you hold a Commercial Pilot certificate (ASEL): 

1) Day VFR permitted 

2) Night operations permitted with night checkout 

3) Day IFR operations permitted 

4) Two instrument-rated and current pilots in the front seats required for night IFR 



If you hold a Commercial Pilot certificate (AMEL): 

1) ERAU employed, multi-engine rated Instructor Pilot on board in front seat. 

2) No flight instruction is authorized. 

3) Both pilots must be checkedout in aircraft make and model. 

NOTE 

No advanced scheduling of multi-engine aircraft is permitted. 

RENTAL PROCESS 

To schedule an aircraft for rental: 

1) A Scheduling Book shall be available during Flight Supervisor duty hours. 

2) Students may schedule and reserve one of the “rental aircraft” up to three (3) 

months in advance. Student should cancel the rental reservation at least 48 hours in 

advance if the flight is not going to be conducted. 

Advance Rentals: 

1) The Flight Supervisor schedules students early morning. 

2) Renter checks-in directly with the Flight Supervisor. 

3) If more than two (2) people will be in the airplane, the PIC will check-in with a 

prepared weight and balance (with an additional copy for the Flight Supervisor). 

4) Renter will pick up the aircraft clipboard from the Flight Desk. 

Walkup Rentals: 

1) Renter can call Flight Desk to determine aircraft availability. 

2) Renter checks in with Flight Supervisor to schedule activity. 

3) If rental aircraft are available the rental will be scheduled on ETA and authorized. 

4) Renter goes to Flight Desk and checks-in. 

Because enrolled ERAU flight students always have priority in the scheduling of aircraft, 

except for Sundays and holidays, the pre-scheduling of aircraft for rental is not allowed. 

For Sundays and holidays, aircraft rentals may be scheduled in advance. 


62 


NOTE 

Calls to the Flight Supervisor for rental and scheduling purposes are prohibited. 

Pre-scheduling of rentals may also occur when the Scheduler needs to schedule an 

FAA practical test with a Designated Pilot Examiner (DPE). The Chief Flight Instructor 

or Assistant Chief Flight Instructor must approve any request for advance scheduling for 

any other days. 

Prior to aircraft assignment a completed Aircraft Rental Form must be submitted to the 

Flight Supervisor who will schedule the rental activity just before the aircraft is assigned. 

Fees for the aircraft rental must be paid for immediately upon return. For extended 

flights, an estimate of the charges and authorization for that amount may be made to 

the credit card company. Currently enrolled students may charge the rental to their 

Student Account. Instructors, if eligible, will receive the employee discount. 

3.10 Part 142 Policies 

The FAA certification process must have begun within seven (7) days of completing the 

final unit in a Part 142 course. To ensure that this time requirement is met, this oral 

must be accomplished only after the ACRA oral has been accomplished, so that the 

saved oral will then be the final unit prior to scheduling the check ride and the 7-day 

requirement will start from that date. Flight Data & Certification will send the instructor a 

courtesy message via ETA when the ACRA oral is completed, so that the instructor will 

know they are authorized to conduct the final oral module. 

3.11 Airman Certification and/or Rating Application (IACRA) System 

For most certification activities (practical tests), the FAA’s web-based Integrated Airman 

Certification and/or Rating system (IACRA) is used for processing airman application(s). 

This paperless application system allows for the immediate issuance of the appropriate 

documentation depending upon the outcome of the practical test and greatly reduces 

the time the FAA needs to issue a permanent certificate since the IACRA system sends 



an applicant’s application (FAA form 8710-1) immediately to Oklahoma City via the 

internet. 

All students and Instructor Pilots must register on the FAA IACRA website in order to 

utilize this system. To register, go to the following website: https://iacra.faa.gov/iacra/ 

The system will then assign you an FTN (FAA Tracking Number). In addition you must 

create a username and password. Please record your FTN, username, and password 

in your logbook for future reference (you will be required to provide this information to 

generate and submit airman applications and conduct practical tests). 


64 Flight Operations Manual - Pre/Post Flight 

Operations 

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Flight Operations Manual - Pre/Post Flight 


65 

Chapter 4 - Pre/Post Flight Operations 

4.1 General 

Pre-flight and post-flight checks are essential to the safety of any flight operation. Pilots 

who are fully aware of personal, meteorological and aircraft conditions before, during, 

and after every flight make flying safer for everyone. ERAU Flight Operations supports 

these tasks by carefully monitoring all pre-flight, en route, and post-flight activities. 

ERAU’s flight-following system is designed to monitor all training activities for on-time 

departures and arrivals. In essence, all activities are on a “company” flight plan. Flight 

Operations is responsible for the immediate management of the flight-following system 

and must be notified of any requested changes to the schedule, departure, and/or due 

back times. 

All ERAU cross-country flights are tracked by the ERAU flight following system as well 

as the FAA Flight Service Station (FSS) flight following system. Any arrival time 

changes the pilot wants to make must be coordinated with both ERAU and the FSS. 

4.2 Pilot Conduct During Training 

It is important that during training the instructor and student have each other’s full 

attention. The following conduct by an instructor or student is not authorized during any 

training activity (including solo) in any flight course: 

Use of cell phone for personal use 

Eating a meal (besides snacks or drink for nourishment) 

Listening to an audio player 

Playing on any electronic device 

Any other activity that distracts from the mission of quality and safe instruction 

Pilots need to properly evaluate themselves. The acronym “I’M SAFE” may be used as 

a reminder that pilots should consider any Illness, Medications, Stress, Alcohol intake, 

Fatigue, or Emotions that are present which may affect the flight about to be taken. 




4.3 Equipment 

Pilots must have all appropriate equipment close at hand and well organized to facilitate 

its use during flight. For all students this includes at least the following: 

1) Pilot Certificate, Medical Certificate and Logbook. 

2) An AOA Identification Badge or FTRA Badge. 

3) Government issued picture ID. 

4) A current ERAU In-Flight Guide. 

5) Headsets. 

6) Current charts appropriate to the planned flight. All planned cross-country 

routes that are within 30 NM of the edge of the chart requires the pilot to have 

the adjoining chart in his/her possession. 

7) Cross-country equipment if appropriate. (See section 8.2, Equipment 

Checklist). 

8) A functioning, adequate, and reliable flashlight for night flights. 

9) A PQ Card for the flight course in which the student is currently enrolled for all 

Solo/PIC flights. 

4.4 Seating-Height Position 

Seating-height position is very important for pilots. To obtain consistent results for 

takeoffs and landings, as well as in flight maneuvering, it is necessary for the pilot to be 

able to establish a constant eye height from one flight to the next, and from one airplane 

to another and also in the FTD. Maintaining this constant eye height throughout your 

training will ensure that you have the same visual reference from cockpit to horizon for 

each flight. 

Please avoid adjusting the seat in the upward direction while sitting in the seat. As a 

standard in both the FTD and in the airplane, adjust the seat fully upward prior to sitting 

down. After sitting down, lower the seat to the appropriate height. 




67 

4.5 Aircraft Pre-flight Inspection 

It is the pilot’s responsibility to verify that all the equipment required for the particular 

flight is functioning and has been properly inspected/checked prior to flight. Any 

discrepancy or aircraft damage noted must be reported immediately to Aircraft 

Maintenance. 

All aircraft pre-flights must be accomplished with checklist in-hand, and in accordance 

with its content. There are several options for pilots needing assistance during preflight. 

The Flight Supervisor or Flight Desk personnel may be contacted for operational 

problems. Nearby Instructor Pilots may also be able to help. Getting assistance is the 

sign of a careful and safety-conscious pilot. 

In addition, to avoid creating a hazardous situation on the ramp, ensure that the wheel 

chocks are placed (not stacked) on the base of the tie-down during preflight. This will 

help to prevent chocks from being struck by airplane landing gear and propellers during 

ramp operations. 

If it becomes necessary to temporarily leave the aircraft unattended, the aircraft will be 

secured in the following manner: Main wheels chocked, at least one wing tied down, 

and all doors locked. The keys must remain on your person at all times. 

4.6 Responsibility for Damage to Aircraft 

The pilot-in-command is responsible for his/her aircraft from the time the aircraft is 

released by the Dispatcher until the aircraft is returned to the Dispatcher. Any damage 

occurring to an aircraft must be reported immediately. Any unreported damage 

discovered on any aircraft will become the responsibility of the last person to fly the 

aircraft. It is imperative that a thorough pre-flight and post-flight inspection be made 

before and following each flight and that if any damage is discovered it be reported to 

the dispatcher and flight supervisor immediately. 




4.7 Pre-flight/Post-Flight Briefings 

Prior to each flight the instructor must brief the student on the maneuvers to be 

performed in flight along with the learning objectives and completion standards of the 

flight. After the activity, a similar briefing is required. The pre-flight/post-flight briefing 

format found in the In-Flight Guide will be used to conduct these briefings. 

At the completion of the activity and after all appropriate times are entered during 

debriefing, the student and instructor will enter their respective PIN. This action is to be 

considered an agreement to the recorded times. 

It is extremely important that the debrief process follows immediately after each activity 

in order to give the student flight and academic credit for the activity and provide an end 

of course read-out acceptable to the FAA as a record of training. The instructor should 

ensure that all times in the ETA record match the student’s logbook. For the purpose of 

solo activities, the student is responsible for ensuring that all recorded times are 

accurate in ETA and their personal logbook. 

Oral time to be billed is contact time. Contact time, is the time the instructor spends 

with the student during the course of each flight training activity. 

4.8 Fuel Requirements 

Except for spin flights and upset training flights within the curriculum, all ERAU aircraft 

departing for a local flight must have a minimum of one-half of the maximum fuel 

capacity on board. All dual and rental cross-country flights are required to depart 

Daytona Beach fully fueled to the maximum capacity. 

If the PIC determines that the fully-fueled airplane exceeds any weight or center of 

gravity limitations, as is sometimes the case when an observer is on board, the flight 

may depart with less than the maximum fuel capacity to ensure weight and center of 

gravity limitations are not exceeded. 

All solo cross-country flights are required to depart Daytona Beach fully fueled to the 

maximum capacity without exception. 




69 

For all cross-country flights, a copy of the final weight and balance report shall be left 

with the flight desk along with a copy of the filed flight plan. Refueling enroute is 

required as indicated in the ERAU Approved Cross-Country List or as required in the 

approval for a non-standard cross-country route. 

NOTE: 

The PIC must comply at all times with Federal Aviation Regulations regarding minimum 

fuel quantity. 

4.9 Rudder Pedal Extensions 

If a student requires rudder pedal extensions they must request them from the Flight 

Desk upon check in. Upon completion of the flight, Eagle Data must be notified on 

frequency 122.825, that rudder pedal extensions are installed and need to be removed. 

The aircraft does not need to be ramped in and down. When returning from a flight be 

sure to circle the Y on the Aircraft Flight Record Sheet to indicate that rudder pedal 

extensions have been installed. Only a Maintenance Technician or approved personnel 

can install or remove rudder pedal extensions. In order to ensure that rudder pedal 

extensions will be available for a scheduled flight an indication that rudder pedal 

extensions will be required can be made in ETA when the schedule request is entered. 


70 Flight Operations Manual - Ramp Operations 



Flight Operations Manual - Ramp Operations 71 

Chapter 5 - Ramp Operations 


This section contains policies and guidelines for ERAU pilots involved in various ramp 

operations. The ramp area is a potentially hazardous area and safety must be the 

prime consideration when conducting activities in this area. Considerable activity may 

be present due to aircraft taxiing, fuel and maintenance truck operation, and pilot and 

mechanic movement around the aircraft. Only personnel who have specific duties to 

perform should access the ramp, all others should remain clear. 

People walking on the ramp must remain near the tail end of the parked aircraft to avoid 

unexpected starting or moving of the aircraft. Running, cell phone use, and the use of 

portable media players (e.g., iPods, CD players, etc.) on the ramp is strictly prohibited. 

5.2 Smoking and Tobacco Products 

Use of tobacco products are prohibited in Embry-Riddle aircraft, on the Embry-Riddle 

ramp, and within 50 feet of Embry-Riddle aircraft. 

5.3 Boarding and Deplaning 

No one is permitted to approach, board, or exit the aircraft with the engine(s) running 

except for authorized maintenance personnel. Instructor Pilots initiating a supervised 

solo flight will taxi the aircraft to a point on the airport where the aircraft can be shutdown 

before the instructor deplanes, and likewise before boarding again. 

5.4 Engine Starting 

Before starting any engine on the ramp, all pilots must verbally and visually ensure that 

the propeller area is clear, per the engine start checklist specific to that aircraft. 

Engine(s) may not be started if the aircraft on either side is being fueled. 

To prevent damage to the doorstop mechanism caused by propeller blast, pilots will 

ensure that during engine starting and taxiing, aircraft doors are securely shut or are 

manually held off the doorstop mechanism. Aircraft doors will not be locked in the fullopen 

position during engine starting and/or taxiing. 



The hand-propping of any ERAU aircraft is prohibited. If the pilot is unable to start the 

engine, he/she should notify Flight Operations, who will then notify maintenance. 

5.5 Windscreen Care 

Scraping any surface on the aircraft with abrasive materials is prohibited. Scraping 

windscreens with credit cards, ice-scrapers, or other abrasive materials will scratch the 

windscreen, decreasing the effectiveness of vision outside the aircraft and creating a 

hazard with regard to collision avoidance. Use of cleaning materials other than those 

provided may result in damage to the windscreen and may not be used. At no time will 

any markings or unapproved stickers be placed on the windscreen. 

To prevent damage to the inside of the windscreen, nothing is to be placed on top of the 

instrument panel. Clipboards, headsets, and other equipment typically cause frequent 

unintentional damage and should be placed elsewhere. 

5.6 Fueling and Line Service 

Fuel quantity should be checked immediately upon reaching the aircraft, prior to starting 

the pre-flight inspection. If fuel is needed, notify Eagle Data on frequency 122.825 

immediately so that a fuel truck can be dispatched. Do not attempt to wave the fuel 

truck down 

When fueling operations are being conducted, all persons should remain clear of the 

aircraft and ensure that all electrical switches and ignition switches are in the OFF 

position. At least one tie-down shall remain attached to the aircraft. 

Fueling personnel are responsible for properly grounding the aircraft. The pilot-incommand 

must notify the Flight Supervisor if any line service safety procedures are not 

followed. 

. 

Aviation fuel SHALL NOT be dumped on any ramp. All ERAU aircraft have fuel drainstrain 

containers. The pilot must sump the aircraft using the aircraft's fuel drain-strain 

container (which has a screen on top of the container) prior to removing any tie-downs 

so that if contaminated fuel must be disposed, the aircraft may be left unattended. 



Uncontaminated fuel will be returned to the aircraft by pouring it back through the 

screen-side of the fuel drain container into the aircraft's fuel tanks. Pilots suspecting 

contaminated fuel will continue to drain fuel until the fuel is acceptable. A fuel disposal 

containment tank is located along the fence on the east side of the ramp and is to be 

used when disposing of any contaminated fuel. 

5.7 Taxiing 

When taxiing in congested areas such as the ramp, the appropriate taxi speed 

approximates a normal walking speed (approximately ten seconds between tails); with 

as little power as necessary in order to stop promptly if the need arises. In less 

congested areas, the appropriate taxi speed is that which gives the pilot safe, positive 

control at all times. A sterile cockpit shall be maintained while taxiing on the ramp. As 

the aircraft moves out of the tie-down position, brakes on the pilot’s side and 

passenger’s side (on dual flights) will be tested to ensure proper operation. The nose 

wheel should track along the marked centerline and the aircraft maneuvered in the 

direction indicated when taxiing on ramp areas. 

CAUTION 

Tracking the centerline does not guarantee clearance from all 

obstructions. 

Extra care should be taken when taxiing in the proximity of fuel trucks or other vehicles 

on the ramp. No attempt should be made to taxi around any vehicles. Aircraft 

departing the ramp should give way to aircraft entering the ramp. 

When taxiing onto the ramp, switch to the Eagle Ops frequency 123.3. Once stopped in 

the parking spot, switch to the Eagle Data frequency on 122.825 to ramp-in 

For operational safety and collision avoidance precautions, the aircraft’s landing and/or 

taxi light(s) should be illuminated (at the discretion of the PIC) when taxiing at night. 

This includes operations on the ERAU ramp, any other ramp, and on any taxiway. 



5.8 Parking 

Upon returning from a flight, all single-engine airplanes will park in the first available 

spots in rows A (Alpha) or B (Bravo), except for spots with no tie-down chains or where 

traffic cones are placed. 

All multi-engine airplanes will park in the first available multi-engine spots in row A 

(Alpha). Arrows and airplanes with designated spots indicated by a label on the aircraft 

clipboard will park in their designated spots in row C (Charlie). 

When parking aircraft on any ramp, pilots will exercise extreme caution to ensure 

adequate clearance between aircraft. Pilots must ensure that the aircraft is parked and 

properly secured. Tie-downs should be tightened in such a manner as to firmly secure 

the aircraft. . When exiting the aircraft, ensure that all switches are off and that all trash 

and personal items have been removed. Contact Eagle Ops on frequency 123.30 if any 

assistance is needed in parking. 

5.9 Eye Wash Station 

There is an eye wash station located on the fence between the flight operations building 

and the maintenance hangar. 

The eye wash station is for emergency use only. Repeated use can wear it out. Please 

use only in case of an emergency. 

5.10 Fire Extinguishers 

Fire extinguishers are located at intervals along the perimeter fence in front of Alpha 

row. 

5.11 Ramp Security 

Access to the Embry-Riddle ramp is governed by the Daytona Beach International 

Airport’s FAA-approved security program. Only approved students, instructors, and 

flight training personnel may pass through the security gate onto the ramp. All Embry- 

Riddle students must wear the approved ERAU Flight Training Ramp Authorization 

badge (FTRA) clearly visible above the waist when on the ERAU ramp. An escort, 



displaying approved airport identification media (AOA badge), must accompany all 

others 

Students and instructors who have applied for but have not yet been given an 

FTRA/AOA badge may use a Visitor badge to access the ramp. The Visitor badge must 

be returned to the Flight Supervisor at the end of the flight/shift. 

Any student or IP who has lost, forgotten or has an expired badge may not access the 

ramp and will not be given a Visitor badge. 

When exiting the building going out to the ramp, each person must swipe their access 

card, look for a green light and then pass through the door. In the case of students the 

aircraft clipboard will be swiped. 

If several people are heading to the ramp at the same time, the door may be held open 

however; each person must swipe their card/clipboard and verify a green light has 

shown before entering the sally port. 

When entering the sally port from the ramp it is not necessary for everybody to swipe 

their cards/clipboard. 

If you are in the sally port and there are people waiting to enter the ramp from the 

building, allow the people in the building to swipe their cards/clipboard in order to enter 

sally port and allow you to enter the Flight Operations building. 

Under no circumstances will anyone step from the ramp onto the ground controlled 

movement area; to do so is a violation of Federal regulations. 

The aircraft clipboard serves many different purposes; most importantly it provides the 

student with access to our ramp and aircraft. It is extremely important that the clipboard 

is never left unattended. Leaving the clipboard unattended allows anyone access to the 

ERAU ramp and greatly increases the risk of a security breach. 



DO NOT: 

1) Leave the clipboard on the flight planning table while checking the weather or 

the weight and balance computers, and 

2) Never leave a clipboard in the sink area while using the restroom. 

IF YOU SEE AN UNATTENDED CLIPBOARD: 

1) Immediately return the clipboard to the Flight Dispatch Desk. Flight Dispatch 

will determine to whom the clipboard was issued. 

IF YOU CANNOT KEEP THE CLIPBOARD IN YOUR CUSTODY (i.e. to use the 

restroom): 

1) Hand the clipboard to Dispatch personnel. 

IMPORTANT 

Safety and security is the responsibility of every person associated 

with the flight training program. It is only through the cooperation 

and active participation of all flight personnel that a safe operating 

environment can be ensured. 

S.C.A.N. Program 

As a badged ERAU student or employee, it is your responsibility to approach and 

challenge any individual on the ERAU ramp without a DAB AOA Badge or ERAU FTRA 

ID Badge. 

If encountering such an individual: 

1. STOP anyone who is not properly badged with an authorized ID. 

2. CHALLENGE the person you have stopped. 

a. Verify that the individual has a valid AOA or FTRA Badge 

b. Question the individual 

i. Introduce yourself as an ERAU student or employee to avoid 

confrontation 

ii. Ask them to identify themselves 

iii. Ask them why they are in the area, or what is their purpose. 



iv. Ask how they got onto the ramp. 

c. Provide assistance if necessary. 

3. NOTIFY Campus Safety or the Volusia County Sheriff’s Office (VCSO) if the 

person fails to produce proper ID and escort them out of the area. 

NOTE 

If this procedure would place you in danger because the individual 

appears to be a hazard to you, or someone else, maintain visual contact 

with the individual while notifying Campus Safety or the VCSO. 

ERAU Campus Safety: 386-226-SAFE (7233) 

Volusia County Sheriff’s Office: 386-547-0028 

5.12 Dry Time 

Instructors occasionally assign students to practice aircraft cockpit procedures while 

seated in an aircraft parked on the ERAU Ramp or in a CPT. This exercise is called dry 

time. The purpose of dry time is to reinforce the learning through recognition and 

repetition of in-flight procedures. Students will be authorized to practice dry time 

procedures based upon resource availability. Scheduled activities will have priority at 

all times. 

When using an aircraft for dry time, the following procedures will be adhered to: 

1) Dispatch will exchange the aircraft keys for the student’s ERAU Eagle Card or 

driver’s license. If a student does not have identification, the keys to the 

aircraft will not be issued. Dispatch will return the Eagle Card or driver’s 

license upon receipt of the aircraft keys. 

2) The aircraft must remain tied down and chocked during all dry-time 

procedures. 



3) All dry-time procedures will be simulated. Under no circumstances will the 

electrical system or any stand by battery be activated, nor will the mixture, 

propeller, throttle, or landing gear selector be moved. 

4) When dry-time practice is complete, students will ensure that the aircraft is 

properly secured, including locking the doors and performing a 360-degree 

walk-around to verify the aircraft is properly secured. 

5) The student will ensure that the clipboard is filled out. Dry Time should be 

entered in place of the flight details. 


Flight Operations Manual - Local Operations 79 

Chapter 6 - Local Operations 


This section contains procedures for operations in the local area, including those 

airports located in the practice area that are approved for use by ERAU aircraft. Filing 

flight plans for operations to approved airports within the practice area is not required. 

However, pilots must indicate their destination on the Local Area Utilization Board, when 

checking in for a flight. 

Any flight that intends to proceed outside of the practice area must file a flight plan with 

the FAA and leave a copy of that flight plan with Flight Dispatch before departing. 

6.2 Flight Supervisors 

The Flight Supervisor is a representative of the Chief Flight Instructor and is authorized 

to act on his/her behalf with respect to dispatching any flight training activities. The 

Flight Supervisor is available at the flight training facility during normal hours when 

flight-training operations are taking place to ensure the safe and orderly process of all 

ERAU flight operations. The Flight Supervisor will be available to assist solo flight 

students concerning any courses of action during any phase of flight and the final go/nogo 

decision. 

6.3 Weather 

Upon arriving for a flight, pilots should check all available weather, including prevailing 

and expected weather conditions, to determine if the flight can be accomplished safely. 

This preliminary weather check can be accomplished by referencing the weather 

information available in the flight planning room. 

6.4 Pilot Qualification Card 

The Pilot Qualification (PQ) card specifies the weather conditions (headwind, crosswind, 

and visibility) in which solo/PIC flight activities are conducted. The Instructor Pilot 

makes this determination, based on the student’s demonstrated ability. The PQ card is 

valid for 30 days from the date of issuance, or until the end of the flight course, 


80 

Flight Operations Manual - Local Operations 

whichever comes first. The date of issuance shall be the date of a dual flight with an 

authorized instructor. 

Instructors will issue a PQ card, based on the crosswind and headwind capability 

demonstrated consistently by the student to the instructor in flight. The number 

corresponding to the actual crosswind and headwind values will be written on the PQ 

card in ink. When a student enrolls in a new flight course, or if there is a change in the 

instructor for the existing course, the instructor will issue a new PQ card. Modification of 

a PQ card (cross-out, white-out, erasures, etc.) is prohibited. 

Students enrolled in flight courses requiring night solo time, must be issued a separate 

PQ card for night operations. The addition of a second time period to an existing card 

invalidates the card. This means a single card with both “day” and “night” authorization 

is invalid and will be confiscated by the Flight Supervisor when presented. The 

instructor must sign all PQ cards each time they are issued. 

The Flight Supervisor shall dispatch a flight after consideration of current and forecasted 

weather conditions. Flight Supervisors will ensure that the student’s pilot qualifications 

meet or exceed the prevailing weather conditions. The Pilot Qualification (PQ) value 

posted by the Flight Supervisor reflects the crosswind component of the active 

runway(s) and considers the maximum gust factor either reported or observed. 

Forecast changes in wind direction and/or velocity prior to the scheduled return of solo 

flights are also considered. The final authority for dispatching flights rests with the Flight 

Supervisor, who will post the current PQ status. 

6.5 Types of PQ Status 

HOLD 

The PQ may be put on HOLD under following conditions: 

1. When thunderstorms or adverse weather are within five (5) nautical miles of the 

airport. 

2. Maximum wind speed, including gusts, is in excess of 30 knots. 



3. When the crosswind component for the runway in use exceeds the aircraft’s 

demonstrated crosswind component, this includes gusts. 

4. Excessive low ceilings or reduced visibility exist on the field. 

5. For any reason deemed necessary per Chief Flight Instructor or his 

representative. 

Students are expected to check-in for a scheduled activity when the PQ is on HOLD. In 

certain circumstances the student may be allowed to go out and preflight, in anticipation 

of improving weather conditions (i.e. low ceilings). The Instructor may elect to change 

the scheduled activity to an oral or a FTD. Failure to check in will result in a No-Show. 

When the PQ goes on HOLD the Flight Supervisor will advise all ERAU aircraft in the 

local area on company frequency, or by other means necessary. Pilots shall comply 

with the following when the PQ is on HOLD: 

1. Aircraft may return to the base airport at the discretion of the PIC. 

2. Pattern operations shall be discontinued. 

3. Departures are prohibited. 

DUAL 

Posted when weather conditions are not conducive to solo operations, or when the wind 

is between 26 and 30 knots, or crosswinds exceed 15 knots, this includes gusts. The 

instructor has the authority to decide whether the dual activities planned for the day can 

be accomplished in that period’s weather conditions. When the PQ is on “DUAL” status, 

solo activities will be cancelled. The PIC shall contact the Flight Supervisor if further 

information is needed. 

DUAL ME ONLY 

This will be used when conditions allow for multi-engine flights to be dispatched but not 

the single engine aircraft. 


82 


DUAL COMPLEX 

Posted when the crosswind exceeds the limit for the C172, but not for the DA42L or 

PA28R. 

Numerical Values 

PQ numerical values and the wind speed and visibility range they represent are as 

follows: 

Headwind Crosswind Visibility 

1=0-10kts 1=0-5kts 1=Above 5 sm 

2=11-15kts 2=6-10kts 2=3-5 sm 

3=16-20kts 

3=11-15kts 

4=21-25kts 

6.6 Supervised Solo Requirements 

Instructors conducting supervised solo activities must ensure that their students are not 

allowed to conduct solo flights unless the existing weather conditions fall within the 

following established criteria: 

1. The airport where the solo event is being conducted must be in VFR 

conditions. 

2. A headwind component may not exceed 10 kts or more. 

3. A crosswind component may not exceed 5 kts or more. 

4. No adverse weather conditions may be present (i.e., gusty conditions, 

shifting winds, wind shear, dust devils, virga, etc.). 

6.7 Check-In Procedures 

The event start time in ETA is the check-in time for an activity. The check-in time 

provides adequate time for planning and pre-flight preparation to ensure an on-time 

departure. Students not checked in by the ETA check-in time, will receive a no-show by 

Flight Dispatch. 



Students scheduled for solo flight activities are required to check-in with the Flight 

Supervisor before requesting an aircraft. The student’s PQ card must also be available 

for the Flight Supervisor as verification of the pilot’s qualification. The Flight Supervisor 

must brief each solo student in person. Students must present the appropriate current 

printed weather information during the Flight Supervisor briefing. The Flight Supervisor 

will also determine that the student can accurately calculate crosswind components for 

all anticipated landing conditions. 

When the weather conditions are questionable for accomplishing a flight activity, 

students and Instructor Pilots are expected to check-in to ensure that the student and 

Instructor jointly determine if the flight will be cancelled. When there is no question that 

the weather will not permit the activity to be completed and both the student and the 

Instructor agree to cancel prior to activity check-in, the Instructor Pilot may cancel over 

the telephone through Flight Dispatch. Instructor Pilots may only cancel a flight activity 

within 30 minutes of that activities scheduled start time. 

Students scheduled for any flight (dual or solo) must prove their identity before they 

receive an aircraft clipboard or aircraft keys. Specifically, they must show their FTRA 

badge to the Flight Dispatcher who will be issuing the clipboard or keys. Students who 

do not have their FTRA badge will be no-showed. Anyone wanting access to an 

airplane for any other reason, such as dry time must also comply with these 

requirements. 

6.8 Noise Abatement 

All ERAU pilots will cooperate fully with all efforts to assist in the reduction of noise in 

any area and will adhere to any local noise abatement procedures published by local or 

airport authorities. Pilots are also reminded to avoid repetitive use of any area that 

could lead to complaints during ground reference maneuver practice. 

Documented noise abatement procedures have been established at Daytona Beach 

International (KDAB), Deland Municipal (KDED), Ormond Beach Municipal (KOMN) and 


84 


New Smyrna Beach Municipal (KEVB) airports. We have an obligation to comply with 

established procedures and promote good will in the community in which we live. 

Noise abatement procedures for specific airports are published in the ERAU In-Flight 

Guide and also detailed in a training video available on the Blackboard Flight 

Department Daytona website. 

These voluntary procedures are mandatory for all ERAU pilots. However, at no time will 

flight safety be compromised in order to comply with noise abatement procedures. 

Exotic Bird Farm 

In the spirit of cooperation between ERAU and the community that surrounds us, the 

location, N 29’20.148 W 81’20.582, or OMN VOR 279° radial / 11.9 DME must be 

avoided by all ERAU aircraft below 1,000feet MSL within a radius of 3nm. 

Pheasant Farm 

A noise abatement procedure is in effect for a farm located approximately ½ mile south 

of the southeast corner of Lake Ashby. Do not fly over the farm at an altitude below 

1,000 feet MSL. 

6.9 Local Area Operations 

Automatic Dependent Surveillance - Broadcast (ADS-B) 

ADS-B system has been approved for use in our aircraft fleet to aid pilot’s in seeing and 

avoiding conflicting traffic. When utilizing ADS-B, the following procedures must be 

followed at all times: 

1. ADS-B does not allow the pilot to deviate from ATC instructions, unless in an 

emergency. 

2. Pilots are still required to follow FAR 91.113 (Right-of-way rules). 

Not every aircraft will be displayed on the ADS-B display. It is the responsibility of the 

pilot in command to maintain a visual scan for collision avoidance. See the ADS-B 

presentation in the Flight Department Daytona - Training Aids section of Blackboard for 

more detailed information on ADS-B and its features. 



Call Signs 

ERAU aircraft utilize two different call signs when communicating, depending on the 

type of training activity that is being conducted. 

1. For operations at KDAB, KEVB, KXFL, and KOMN, all ERAU aircraft 

will use the "Riddle" call sign when communicating with the Tower, 

Ground Control, or Clearance Delivery (as applicable). In addition, use 

the "Riddle" call sign when communicating with ERAU Operations or 

Eagle Data. 

2. For operations departing KDAB on a VFR or IFR Flight Plan, all ERAU 

aircraft will use the airplane’s FAA registration number, N-number, as its 

call sign. 

3. For operations in the local practice area and at non-towered airports, 

use the aircraft model and N-number when providing position reports. For 

example: “Skyhawk 4-5-0 Echo Romeo” or “Diamond 9-1-5 Echo Romeo.” 

It is imperative that all ERAU students and IPs maintain situational 

awareness and employ see and avoid scanning techniques to avoid a 

potential mid-air collision when operating in the local practice area, or 

anywhere else. The procedure that has been coordinated with all the local 

flight schools is to clear the area and then make a radio call announcing 

model, N-number, location, altitude, and maneuvers being conducted. For 

example: “Ashby Practice Area, Skyhawk 4-5-0 Echo Romeo, two east 

Lake Ashby, tree thousand fife hundred, Stalls.” 

4. For a Solo Student Pilot (Private Pilot student), include Student Pilot in 

the identification when making initial contact with ATC. This will ensure 

that ATC provides the additional assistance and consideration necessary 

for the experience level of the pilot. For example, “Orlando Approach, 

Skyhawk 4-5-0 Echo Romeo, Student Pilot, 10 north Sanford, 2,000, 

Landing Sanford.” See the AIM for additional guidance. 


86 


Departures 

Before taxiing for a flight, ATIS must be monitored before contacting Daytona Beach 

Clearance Delivery. Clearance Delivery must be contacted for the appropriate 

departure clearance. 

When desiring closed-traffic at Daytona Beach International Airport (KDAB), the pilot 

does not need to contact KDAB Clearance Delivery. Instead, the request should be 

made with KDAB Ground Control. 

When calling for taxi clearance at night from the ERAU ramp, the taxi or landing light 

should be illuminated to allow ATC to better see the aircraft. 

Kennedy Space Center Operations 

With operations at the Kennedy Space Center (KSC), it is imperative that all ERAU 

pilots are familiar with airspace restrictions surrounding KSC. Notices are also posted 

around the dispatch area as a reminder of the restrictions that are in effect. 

Low approaches are authorized at KTTS, the shuttle landing facility, in accordance with 

the following procedures. Low approaches are only authorized during training activities 

that require an instrument approach, in a course in which the student is currently 

enrolled. Low approaches to Runway 15/33 will be at or above 100ft, unless men or 

equipment are on the runway and if the tower is closed. The tower is open from 0800- 

1700 Local. Pilots planning to conduct a low approach at KTTS are responsible for 

familiarizing themselves with the Restricted Areas in the vicinity and NOTAMS. 

NOTE 

All ERAU aircraft will remain clear of restricted and prohibited 

airspace boundaries during Space Center operations. Penetration of 

any restricted or prohibited airspace, either inadvertently or 

intentionally will result in immediate dismissal from the flight 

program. 



6.10 Practice Area Precautions 

Aerobatics Activity 

ERAU upset training takes place in the southeast portion of the Massey practice area, 

over the river and below restricted area R-2935 from 3,000 feet to 9,000 feet AGL. 

Instrument Approaches 

The PIC is responsible for collision avoidance and separation when conducting 

instrument approaches in visual meteorological condition. Pilots must maintain a 

scan outside and exercise see and avoid at all times. 

Instrument flight training in the local practice area requires the use of published 

instrument approach procedures into non-towered airports. It is imperative that the 

procedures published in the AIM regarding conducting instrument approaches into nontowered 

airports are followed. 

When conducting an instrument approach to an airport with the active runway directly 

opposed to the approach direction, break off the approach two (2) nautical miles from 

the departure end of the runway in use. During the approach, make the radio calls as 

prescribed in the AIM to include the distance from the airport and altitude. In the case 

of an airport using multiple runways, utilize the GPS to determine when you are two (2) 

nautical miles out. 

When conducting instrument approaches to a non-towered airport, provide continuous 

position reports on the CTAF, advising distance from the airport and altitude. Exercise 

good decision-making, breaking off the approach at a point where you can safely 

execute a missed approach while not interfering with any pattern traffic flow, not less 

than 2 nautical miles, unless maneuvering for a landing. Exercise good judgment and 

decision-making, remaining safety conscious and situationally aware. 


88 


Restricted Airspace 

VFR operations in restricted airspace are only permitted when the airspace is not active; 

permission from the controlling agency to enter is received, on a dual training activity, in 

VFR conditions, and under Flight Following. Radio contact must be maintained with the 

controlling agency at all times. 

Parachute Activity 

Beware of extensive parachute activity at the Deland (KDED), Flagler County (KXFL), 

Palatka (28J), and Massey Ranch Airports (X51) airports. Skydive aircraft may be 

authorized to land on closed runways or secondary (non-wind favoring runways), so 

pilots should exercise extreme caution when operating in the vicinity of these airports 

when parachuting activities are in progress. 

Towers Located in Practice Area 

Two 1,700 ft. towers (Orange City towers) are located approximately 10 nautical miles 

south of the Deland Municipal Airport (KDED). Departure and missed approach 

procedures at KDED, when properly followed, keep aircraft clear of the towers. 

However, vigilance and good situational awareness are still required. Also, be aware of 

the 1,100ft. tower northwest of the Flagler County Airport (KXFL). Normal operations on 

downwind and base for Runway 11 require awareness of the location of this tower. 


Flight Operations Manual - Night Operations 89 

Chapter 7 - Night Operations 

7.1 Night Operations 

All pilots conducting night operations are required to have at least one (1) flashlight in 

their possession for conducting a pre-flight inspection and for viewing the instrument 

panel in-flight in the event of an electrical failure. It is imperative that all required lights 

are operating correctly. 

7.2 Night Solo Operations 

A flight student may not be dispatched on a solo night flight unless the student has 

received a night briefing from the Flight Supervisor. This briefing will cover preparation 

and procedural items of importance to night flying activities. 

ERAU student pilots holding a Student Pilot Certificate: 

1. May not fly solo at night, 

2. May not depart on a solo flight in the morning prior to official sunrise, 

3. Must land no later than official sunset when on a local flight, 

4. Must land one (1) hour before official sunset if on a solo cross-country flight. 

7.3 Out-Late Operations 

Flight activities may often be conducted past the stated Flight Operations closing time. 

These are called out-late activities. The Instructor Pilot must complete an out-late form, 

which lists the applicable procedures. 

When Flight Operations closes for the night, Flight Dispatch personnel file a report with 

Campus Safety listing the N-numbers of the out-late aircraft and their due-back times. 

In effect, Campus Safety assumes the flight following responsibility for those flights. 

Since a search procedure is initiated if an aircraft does not return by the listed time, it is 

very important that Campus Safety is notified of every out-late arrival. If the need arises 

to extend an out late due-back time, Campus Safety must be notified via telephone at 

386-226-6480. 


90 Flight Operations Manual - Night Operations 

To ensure proper flight following, all out-late dual flights must ramp out and depart the 

ramp prior to closing. 

During out late activities the instructor is responsible for ensuring the following tasks 

have been completed: 

1. Fill out the Out-Late paperwork and submit it to Flight Dispatch. 

2. File and operate on flight plans with FSS or ATC. 

3. Notify Campus Safety if the due-back time cannot be met. 

4. Properly secure the aircraft at the completion of the flight, ensuring that the 

aircraft clipboard has been completed and dropped in the appropriate box, the 

aircraft tie-downs are properly secured, all doors and windows are closed and 

locked, and the parking brake is released (off). 

5. Ensure that the ramp gate is closed and locked. 

6. Turn in headsets and fuel cards early the next day (if applicable). 

7. Upon return, ramp in with Campus Safety via telephone at 386-226-6480. 


Flight Operations Manual - Cross-Country 


91 

Chapter 8 - Cross-Country Operations 


This section contains additional rules and procedures that ERAU pilots must follow 

when operating outside of the local practice area. All local operating rules continue to 

be applicable. 

8.2 Solo Cross-Country Flight Planning 

Planning Review 

An oral will be scheduled to allow the Instructor Pilot to review cross-country flight 

planning and complete the necessary paperwork. All pre-flight planning must be 

reviewed by the instructor and endorsed on a Solo Cross-Country Authorization Form. 

The instructor will sign this authorization form only after reviewing the following: 

1) Compliance with module objectives 

2) Student understands the route and communication requirements 

3) Possession of appropriate and current charts 

4) Completion of navigation logs and aerodrome sketch 

5) Pilot certificate 

6) PQ card 

7) Applicable endorsements 

All required information must be entered on the form. Instructors will not sign blank 

forms. 

The instructor must approve a minimum of two (2) cross-country authorizations in 

opposite directions before submitting a solo cross-country request to scheduling. 

Instructor Pilots are also responsible for ensuring that their student’s pilot certificate and 

logbook are properly endorsed for all solo flights. 


92 Flight Operations Manual - Cross-Country 


Routes Planned 

Students must have alternative cross-country routes planned and signed-off by their 

instructor in the event that the weather is not suitable for the originally planned flight. 

Students not prepared with alternate routes will receive a No-Show. 

Aircraft Time 

Students will ensure that the route selected can be accomplished within the time allotted 

on the schedule. The Flight Supervisor may approve additional time after reviewing 

aircraft availability for the rest of the day. 

VFR Flyways/Transitions 

VFR flyways/transitions and preferred routes should be used to avoid penetration of 

heavy traffic areas or special use airspace. 

When flying a VFR cross- country to KMTH, the VFR flyway is the ONLY approved 

route for all ERAU aircraft. ERAU aircraft are NOT to accept deviations from ATC to fly 

east of Miami. 

Separate Flight Plans 

Each leg of a cross-country flight will be planned on a separate flight plan and will be 

filed, opened, and closed separately. No round robin flight plans are allowed (i.e. flights 

that have more than one destination airport listed on the plan). 

NOTE 

Students on solo cross-country flights are required to contact the 

ERAU Flight Supervisor at all stops where the engine is shut down 

on the cross-country route. 

Weather Information 

Weather information and NOTAMs can be obtained in ERAU’s flight planning room, 

through the Internet, AOPA, DUATS, and other sources. For your convenience, all 

computers in the flight planning area will have a shortcut to the electronic version of the 




93 

Notices to Airmen Publication on the desk top. However, it must be remembered that 

the ERAU flight planning room is not an official briefing facility. Telephones are 

available in the flight planning room to contact Flight Service Station (FSS). Official 

weather checks must be made with FSS, NWS or DUATs. Flight Watch (122.00 MHZ) 

provides the best source of weather information while en route. Weather information 

presented to the Flight Supervisor must be in the form of printed reports. 

Equipment Checklist 

The minimum items required for solo cross-country flights are listed below: 

1. FAA flight plan 

2. Navigation logs 

3. Pilot’s logbook, pilot certificate, and FAA medical certificate 

4. Current PQ card 

5. In-Flight Guide 

6. Appropriate and current charts ** 

7. Plotter and flight computer 

8. Writing utensils 

9. Airport sketches 

10. Fuel charge cards 

11. Appropriate clothing for terrain 

12. Sufficient cash or personal credit cards (for food, or to cover unexpected 

overnight expenses). 

** When flying a cross-country to an airport within 30nm of the edge of a sectional chart, 

the adjoining sectional chart must be carried. 

8.3 Dispatching Solo Cross-Country Flights 

Students scheduled for solo cross-country flights must report to the Flight Supervisor for 

dispatch authorization with all planning completed before the scheduled check-in time. 

It is recommended that students arrive at the Flight Planning Room at least one (1) hour 

prior to scheduled departure time to ensure that adequate time is available for 

thoroughly planning the flight. 




The Instructor Pilot will issue the endorsement required by 14 CFR §61.93 (c) (2) (ii) 

and in accordance with 14 CFR §61.93 (d). This means that the Instructor Pilot must 

review the student’s cross-country flight planning along with the current and forecast 

weather on the day of the flight activity. The Instructor Pilot must sign and date the 

endorsement at that time in accordance with 14 CFR §61 and AC 61-65E. There is a 

computer located in Dispatch with a Dymo label printer; all the endorsements are saved 

on this computer. Instructions on how to print individual endorsements are located next 

to the computers. If the Instructor Pilot is not available on the day of the activity, then 

the Flight Supervisor will issue the endorsement required by 14 CFR §61.93 (c) (2) (ii) 

and in accordance with 14 CFR §61.93 (d). This means the Flight Supervisor must 

review the cross-country flight planning along with the current and forecast weather. 

The Flight Supervisor must sign and date the endorsement in accordance with 14 CFR 

§61 and AC 61-65E. 

For solo cross-country flights, a Solo Cross-Country Authorization form must be 

completed and left with Flight Dispatch. The Instructor Pilot must sign this authorization 

form. In addition, the Flight Supervisor must sign this form after checking all the 

student’s required documents mentioned above. Flight Supervisors will assist the 

student with a check of the weather just prior to departure in the event that the student 

pilot’s Instructor Pilot is not present at the time the student is preparing to depart. 

ERAU navigation logs are the only authorized publications for use during solo crosscountry 

operations. The Flight Supervisor will not accept any other type of navigation 

log. Students arriving for solo cross-country activities without the appropriate navigation 

log will receive a No-Show. 

Upon reviewing all pre-flight preparations, the Flight Supervisor will issue a clearance 

void time to the student. The student must contact Eagle Data to ramp out prior to the 

expiration of the void time. If the time restriction cannot be met, the student should 




95 

contact Flight Dispatch. The Flight Supervisor may amend the clearance void time and 

extend the due-back time, if necessary. 

After receiving a cross-country authorization, the student will check in at Flight Dispatch 

for an aircraft assignment. The Dispatcher will take the completed Solo Cross-Country 

Authorization form, assign an aircraft, provide a fuel card, and verify the due-back time 

and clearance void time. The student must then finalize any performance calculations, 

file the flight plan, pre-flight the aircraft, and ramp-out prior to the clearance void time. 

Students who do not check in at Flight Dispatch properly authorized for the flight prior to 

the scheduled departure time will receive a No-Show. 

The FSS must be notified by telephone if the aircraft N-number is changed after filing 

the flight plan, or if the flight is cancelled due to weather or maintenance. 

Re-fuel Stops 

Students are required to call the Flight Supervisor at 1-800-50-EMBRY or 386-226-6813 

immediately after the aircraft is shut down and at all re-fueling stops on all cross-country 

solo flights. This keeps the Flight Supervisor advised of the student's progress and 

allows for changes to the due-back time, if needed. 

Flight Plans 

All flights departing on a cross-country flight must have a flight plan filed with FSS. All 

flights, including commercial pilot student flights, must have the completed Solo Cross- 

Country Authorization form filed with the Flight Desk. 

Credit Cards 

ERAU credit cards may be used for fuel purchases and emergency airplane 

maintenance only. They may not be used for meals, lodging, etc. When obtaining the 

fuel credit card from Flight Dispatch, you must surrender your ERAU Eagle Card. Once 




you return from your flight and turn in the fuel credit card along with receipts, your Eagle 

Card will be returned to you. 

8.4 Cross-Country Departures and En Route Operations (Dual and Solo) 

VFR Flight Following should be utilized as much as possible. If flight following is not 

available, VFR position reports should be made to the nearest FSS. Position reports 

aid search and rescue operations tremendously should an aircraft becomes overdue. 

Periodic en-route checks with the nearest FSS or Flight Watch facility are highly 

encouraged. Advanced notification of deteriorating weather ahead may allow for an 

informed and timelier decision to divert to an alternate airport. 

Departure Frequency 

Switch to the assigned departure control frequency only when authorized to do so. 

Pilots should maintain the last assigned heading until instructed to "proceed on course." 

ATC should be questioned any time the assigned heading seems inappropriate. If a 

deviation from the assigned heading is deemed necessary, the PIC should exercise 

their authority to make the necessary correction, immediately advising ATC of their 

action. 

Frequency Change 

A frequency change for the purpose of opening the flight plan should not be requested 

until at least five (5) nm from the airport. 

Communications 

Departure instructions and communications must be listened to carefully. ATC's 

instruction to "proceed on course" does not authorize a change in altitude or a 

frequency change. An instruction to climb does not authorize a turn on course. 

Students flying south on a cross-country transitioning Miami Class B airspace must 

have a current Miami Sectional and Terminal Area Chart when checking in with the 




97 

Flight Supervisor. In addition, the student’s NAV Log must show a written plan to utilize 

the VFR Flyway through Miami’s airspace. 

Approved Cross-Country Routes, Airports and FBOs 

Listed below are the only cross-country routes that are authorized for use while training 

under Embry-Riddle’s FAA approved flight training curriculums. Please note that some 

airports and routes are restricted to dual flights only. Routes are intended to be flow in 

the order shown. If flown in the reverse order, the proper training requirements may not 

be met. Approval for routes not listed below may be granted by the Chief Flight 

Instructor or Assistant Chief Flight Instructor. Approval will be granted by email sent to 

the student and the student’s IP and TM. In the case of solo cross-country flights, the 

student should print the authorization email and present it to the Duty Flight Supervisor. 

As defined in 14 CFR 61.1(b)(3)(ii), any cross-country that is to be credited towards the 

aeronautical experience required for Private Pilot, Instrument Airplane, or Commercial 

Pilot certification must include at least one point of landing that is a straight-line distance 

of more than 50 nm from the original point of departure. All of the routes below meet this 

implicit requirement if flown in the order shown. 

Although every effort has been made to ensure the routes listed below meet the 

distance requirements for each course of training, it is the flight instructor’s responsibility 

to verify that the correct distance and cross-country time requirements are met for the 

specific flight unit being completed. 

APPROVED ROUTES 

Airports marked with an asterisk (*) are dual only. Airports that are underlined are 

required refueling stops. 

Private Pilot – FA 121, FA 122 

Dual or Solo Cross-Cross Country Route 

DAB – ISM* 57 

ISM* – DAB 57 

114 

DAB – OCF 61 

OCF – DAB 61 

122 

DAB – MLB 68 

MLB – DAB 68 

136 

DAB – GNV 70 

GNV – DAB 70 

140 

DAB – CRG 73 DAB – VQQ 75 DAB – ZPH 81 DAB – BKV 84 

CRG – DAB 73 VQQ – DAB 75 ZPH – DAB 81 BKV – DAB 84 

146 

150 

162 

168 




DAB – JAX* 85 

JAX* – DAB 85 

170 

DAB – LAL 87 

LAL – DAB 87 

174 

DAB – FHB 88 

FHB – DAB 88 

176 

DAB – 4J6* 97 

4J6* – DAB 97 

194 

Long Solo Cross-Country Routes 

DAB – VQQ 75 

VQQ – XFL 57 

XFL – DAB 18 

150 


VQQ – 28J 34 

28J – DAB 43 

152 


VQQ – SGJ 32 

SGJ – DAB 48 

155 


GNV – OCF 31 


162 

DAB – ZPH 81 

ZPH – LEE 40 

LEE – DAB 44 

165 


GNV – SGJ 51 

SGJ – DAB 48 

169 


VQQ – GNV 37 


182 

DAB – VRB 97 

VRB – MLB 29 


194 


VRB – TIX 55 

TIX – DAB 42 

194 

DAB – FPR 107 

FPR – MLB 39 


214 


FPR – TIX 65 


214 

DAB – BKV 84 

BKV – GNV 73 


227 

Instrument Airplane – FA 221, FA 222 

Long Cross-Country Routes 

DAB – SSI 119 

SSI – VQQ 61 

VQQ – DAB 75 

255 

DAB – BQK 126 

BQK – JAX 47 

JAX – DAB 85 

258 


FPR – LEE 109 

LEE-DAB 44 

260 

DAB – PIE 114 

PIE – TIX 106 


262 


FPR – LAL 92 


286 


SSI – GNV 98 


287 


VRB – OCF 131 


289 


PIE – MLB 109 


291 


FPR – ZPH 104 

ZPH – DAB 81 

292 

DAB – F45 146 

F45 – FPR 39 

FPR – DAB 107 

292 

DAB – F45 146 

F45 – VRB 49 

VRB – DAB 97 

292 

DAB – F45 146 

F45 – MLB 78 


292 

DAB – F45 146 

F45 – TIX 104 


292 

DAB – F45 146 

F45 – X21 111 

X21 – DAB 35 

292 


VRB – BKV 118 

BKV – DAB 84 

299 

DAB – VLD 150 

VLD – 28J 106 

28J – DAB 43 

299 




99 

DAB – FMY 161 

FMY – VRB 100 


358 

DAB – AMG 159 

AMG – OCF 142 


362 

DAB – SAV 177 

SAV – JAX* 100 

JAX* – DAB 85 

362 

DAB – VNC 145 

VNC – FPR 113 


365 


VLD – SSI 99 

SSI – DAB 119 

368 

DAB – APF 185 

APF – LAL 110 


382 

Commercial Pilot – FA 321, FA 322, FA 324 

Dual Cross-Country Routes 

DAB – SEF* 104 

SEF* – DAB 104 

208 



214 


PIE – DAB 114 

228 


SSI – DAB 119 

238 

DAB – X06 125 

X06 – DAB 125 

250 

DAB – SUA 127 

SUA – DAB 127 

254 

DAB – SRQ 133 

SRQ – DAB 133 

266 

DAB – VNC 145 

VNC – DAB 145 

290 

DAB – F45 146 

F45 – DAB 146 

292 


VLD – DAB 150 

300 

DAB – AMG 159 

AMG – DAB 159 

318 

DAB – FMY 161 

FMY – DAB 161 

322 

DAB – SAV 177 

SAV – DAB 177 

354 

DAB – APF 185 

APF – VRB 185 

370 

DAB – TLH 186 

TLH – DAB 186 

372 

Long Solo/PIC Cross-Country Routes 

DAB – DHN 261 

DHN – TLH 79 

TLH – DAB 186 

526 

DAB – MTH 266 

MTH – VRB 178 


541 


MTH – FMY 119 

FMY – DAB 161 

546 


MTH – VNC 159 

VNC – DAB 145 

570 


DHN – AMG 151 


571 


DHN – ECP 60 

ECP – DAB 257 

578 

DAB – CAE 284 

CAE – AMG 160 


603 

DAB – FLO 307 

FLO – JZI 90 

JZI – DAB 217 

614 

DAB – FLO 307 

FLO – SAV 144 

SAV – DAB 176 

627 

DAB – DNL 261 

DNL – ABY 159 

ABY – DAB 215 

635 

DAB – AND 329 

AND – AMG 177 


665 

DAB – MGM 333 

MGM – ABY 121 

ABY – DAB 215 

669 




DAB – CRE 302 

CRE – AMG 235 


696 

DAB – AND 329 

AND – CHS 164 

CHS – DAB 228 

721 

When selecting a route, it is the IP’s responsibility for ensuring that the syllabus 

minimum time and the regulatory requirements for the cross-country are met. 

If a student requests to fly a route or to an airport not listed for their specific course 

module/lesson, authorization from the Chief Flight Instructor or Assistant Chief Flight 

Instructor must be obtained. The proposed route must still meet syllabus/FAR 

requirements for the module/lesson. 

8.5 Fueling En Route 

Before authorizing the refueling of the aircraft, ensure that there is a credit card 

available to pay for the fuel. If fuel is purchased and there is no acceptable credit card, 

the pilot-in-command will contact Flight Operations for arrangements. The PIC will 

watch the fueling operations to make certain that the proper type and quantity of fuel 

actually goes in the tank. 

8.6 Deviations from Flight Plan 

Deviations from the flight plan filed are not permitted unless required by weather, 

emergency, or ATC. If it becomes necessary to deviate from the flight plan filed, the 

nearest FSS should be notified as soon as possible. After landing, ERAU Flight 

Operations must also be notified of the cause, pilot intentions, and possible revision to 

the due-back time. 

A change in the Estimated Time En route (ETE) and the Estimated Time of Arrival 

(ETA) are also considered a deviation in the flight plan. The nearest FSS must be 

notified of any changes in ETA. In addition, ERAU must be notified of any difficulties in 

meeting the ERAU due-back time. The FSS will initiate a search if the flight plan is not 

closed after ten (10) minutes. The ERAU Flight Supervisor will initiate a search if the 




101 

flight does not report from each destination at the designated time, or if the aircraft has 

not returned to ERAU before the due-back time assigned. 

8.7 Re-Dispatch Authorization 

In the event of an unscheduled landing caused by an aircraft malfunction, or a diversion 

due to weather, the aircraft may not depart without a release from the Flight Supervisor. 

When released, dual flights will provide the new route and new estimated time of arrival 

for return to ERAU. All flights must re-file a flight plan with the FSS prior to departing. 

The PIC is required to contact the Flight Supervisor by telephone and check the 

following items: 

1. Filing of a flight plan 

2. Fuel availability 

3. Weather en route 

4. Time of departure 

5. Route of flight 

6. Arrival time at ERAU 

7. Any other item that is considered significant under the circumstances that 

exist at the time. 

Because of the nature of the flight (the long solo cross-country flight as an example), the 

PIC may wish to continue on the route of flight as originally planned rather than return 

direct to ERAU and have to repeat the flight. The FAA does make provisions for this 

even when several days elapse from the beginning of the flight to the end of the flight 

and still considers the cross-country requirements to have been met providing the 

diversion was due to the PIC’s belief that the action to divert or interrupt the crosscountry 

flight was in the PIC’s best judgment. However, the final decision as to whether 

a flight is allowed to continue or how the remainder of the flight may be completed will 

be left to the Flight Supervisor who re-dispatches the flight. 




8.8 Remain Over Night (RON) 

Students, instructors, or aircraft renters may request to remain overnight at selected 

destinations. This request must be made to the Chief Flight Instructor or Assistant Chief 

Flight Instructor. Obtain an Out-Late Aircraft Authorization form from Flight Dispatch. 

Fill out the bottom half of the form with the pertinent information. This request may be 

approved after considering the PIC's record, the suitability of the destination airport, and 

the availability of aircraft for the trip. In no case will a RON be scheduled that may 

deprive ERAU students of a flight training activity. The aircraft must be returned at a 

time that will not affect the availability of aircraft for training purposes. The Chief or 

Assistant Chief Flight Instructor will sign the Out-Late Aircraft Authorization; this form 

must be given to the Flight Supervisor prior to departing on the flight. 

The aircraft may not depart on the second day of an RON until it is properly redispatched 

by the Flight Supervisor. 

8.9 Charges Reimbursed During Normal Operations 

ERAU reimburses pilots only for fuel, and oil. Any charges incurred due to situations 

that are beyond the ability of the University to control, such as adverse weather, must 

be borne by the pilot. 

ERAU does not pay for: 

1. Landing Fees 

2. Tie-Down Fees 

3. Ground Transportation 

4. Food and Lodging 

In the Event of Mechanical Difficulties 

ERAU’s travel expense reimbursement philosophy is that the individual traveler should 

neither gain nor lose personal funds as a result of mechanical breakdown of the aircraft 

during flight training. ERAU’s travel expense reimbursement policy applies does not 

apply to rentals unless an exception is made by the Chief Flight Instructor. The 

Director of Aircraft Maintenance or Maintenance Shift Supervisor must approve all 




103 

expenses in advance. Students and instructors involved in an RON are cautioned to 

make prudent decisions, keeping the University’s best interest in mind. 

Most hotels/motels offer courtesy transportation, therefore car rentals or taxis should be 

the last resort. If a car rental cannot be avoided, only economy or compact automobiles 

should be requested, and purchase of optional insurance is not necessary. Students 

and instructors should arrange lodging with the local FBO, if possible, as they often 

have special arrangements with hotels/motels. Expenses for motel and hotel room 

accommodations are reimbursable when submitted with receipts. Travelers should ask 

for educational discounts at all hotels and motels, many of which charge reduced rates 

to those able to present a University identification card. Any charges in excess of $50 

must be authorized in advance. Food and beverage expenses (including gratuities) are 

reimbursable on a per diem basis using the Federal CONUS or OCONUS rates. 






Flight Operations Manual – Maintenance 105 

Chapter 9 - Maintenance 

9.1 Aircraft Care 

Pilots are expected to keep the aircraft and ramp areas clean and free of debris. At no 

time will food or beverages (except water) be consumed in ERAU aircraft. Anything 

brought into the aircraft should be removed after the flight. All trash will be removed 

from the aircraft regardless of its origin. No food or drink (including water) is allowed in 

flight training devices or simulators. 

9.2 Aircraft Condition Record (ACR) 

All aircraft must be in an airworthy condition prior to flight. FARs require that all 

installed equipment on an aircraft must be functioning properly before an aircraft is 

considered to meet the specifications of the type certificate, or the equipment must be 

deferred in accordance with the regulations. It is the responsibility of the pilot-incommand 

to ensure that the aircraft to be flown is airworthy. In addition to the pre-flight 

inspection, the PIC must verify that all required inspections have been performed and 

that none will become due during the course of the planned flight. Each aircraft has a 

clipboard (Aircraft Condition Record) that contains the following: 

1. Aircraft Time Record 

2. Aircraft Discrepancy Form 

3. Aircraft and Equipment Frequency Inspection Form 

4. VOR Accuracy Log 

Prior to each flight activity, Flight Dispatch will issue the pilot an aircraft clipboard. The 

person dispatching an aircraft and the PIC accepting the aircraft must each review the 

clipboard for the following: 

1. Compare the Tachometer (Tach) time listed on the Aircraft Time Record to 

the Next Event Due time on the Aircraft and Equipment Frequency Inspection 

Sheet. Additionally, ensure that no inspection due dates have been 

exceeded. If the Tach time remaining to any scheduled maintenance activity 


106 Flight Operations Manual - Maintenance 

is less than 10 hours, dispatch will place an Inspection Due Alert sheet in the 

ACR. 

2. Ensure that no open discrepancies exist. Refer open discrepancies to 

maintenance. 

3. Review any deferred maintenance discrepancies for possible effect on the 

scheduled activity. 

4. The pilot should review the status of the VOR operational check on the 

aircraft prior to any instrument flight requiring this equipment. 

The PIC will retain the aircraft clipboard in the aircraft throughout the activity (for an 

authorized training flight involving spins and upset training maneuvers, the pilot must 

leave the clipboard with the Flight Supervisor). At the completion of the flight, the PIC 

will ensure that the aircraft time and any discrepancies have been properly documented. 

All discrepancies are to be documented clearly and completely to facilitate proper 

corrective action by maintenance. 

After required information has been entered in the aircraft clipboard, it will be returned to 

Flight Dispatch. This is to be accomplished at or before the scheduled due back time, 

or the amended due back time authorized by Flight Dispatch, if applicable. 

9.3 Aircraft Discrepancies 

All aircraft discrepancies must be corrected or deferred by authorized maintenance 

personnel prior to flight. 

9.4 Operation with Inoperative Instruments and/or Equipment 

Deferring maintenance discrepancies must be accomplished in accordance with 14 

CFR Part 91.213, Inoperative Instruments and Equipment. At the principal operations 

base, this is to be accomplished ONLY by authorized maintenance personnel, at the 

direction of the Director of Aircraft Maintenance, Chief Inspector, or Maintenance Shift 

Supervisor. 

If the aircraft is away from home base, a determination must be made by the pilot-incommand 

that the instrument or equipment is not required, and that its deactivation 



does not constitute a hazard for the remainder of the flight. Prior to initiating the flight, 

the pilot will notify the Flight Supervisor of the nature of the problem, who, in turn, will 

contact the Director of Aircraft Maintenance, Chief Inspector, or Maintenance Shift 

Supervisor. 

This procedure ensures that maintenance personnel are apprised of the situation to 

consider any effects on flight safety and that proper deactivation and placarding of the 

inoperative instrument or equipment is accomplished. 

9.5 Inspections and Scheduled Maintenance 

When an aircraft has 10 or fewer hours Tach time (Time in Service) remaining until the 

next inspection or other maintenance event, the Flight Dispatcher will place an 

Inspection Due Alert Sheet on the front of the aircraft clipboard to alert the pilots of the 

upcoming event. This sheet will list the Tach time beyond which the aircraft may not be 

flown until the inspection or maintenance event has been accomplished. 

Prior to each flight, each PIC will ensure that there is sufficient time remaining prior to 

the inspection event to accomplish the planned flight. If sufficient time is not remaining, 

the planned flight must be cut short or another aircraft must be assigned by dispatch. 

NOTE 

No person is authorized to over-fly a scheduled maintenance 

inspection event without prior authorization from a Maintenance 

Department supervisor. An Airworthiness Directive due-time may 

never be over-flown. 

9.6 Tail Drag, Scrap or Strike 

There are many different ways the aircraft tail can contact the ground (tail strike, 

scrapes, and drags). 

Tail Strike – generally most severe – Sudden and hard impact 

Tail Drag – less severe – sustained dragging of the tail 

Tail Scrape – least severe – momentary brushing of the tail 



A procedure has been developed classifying what action should be taken for different 

types of tail strike incidents. 

Tail Strike 

Technically, a tail strike is said to have occurred if any part of the empennage 

underbelly comes in contact with a hard surface such as a runway or taxiway. This type 

of incident is caused by a relatively hard and sudden impact on the tailskid or tie-down 

ring. It would typically occur on landing, over rotation and other similar maneuvers. To 

help clarify the type of forces that would have to be exerted on an airframe to cause 

damage such as: 

1. The tailskid being bent to a position parallel to the horizontal stabilizer (or 

stabilator, as appropriate), or touching the tie-down ring, 

2. The tailskid impeding the free movement of empennage control surfaces, 

3. The tail skid becoming excessively damaged, or missing from the 

empennage, 

4. The tie-down ring being damaged or fractured. 

The crew would almost certainly have to experience a loud, sudden noise and a 

corresponding shake, shudder, or other unusual sudden force transmitted through the 

airframe, since it would be unlikely that any damage would be sustained unless these 

are experienced. 

This type of incident would warrant the most detailed inspection and should be 

accomplished by a certificated airframe technician. 

NOTE 

A tail strike does not necessarily reflect excessive abrupt force applied to the tail, 

associated loud noise, or vibration of the airframe. 



Tail Drag 

A tail drag would occur most commonly during a soft-field takeoff, where the tail may 

settle on the tailskid, and where noise is heard, but there is no sudden and hard impact. 

The tail would remain on the ground for a few seconds, and then raise enough to stop 

the noise. In this case there would be no bending of the tailskid or tie-down ring. 

Tail Scrape 

A tail scrape is similar to a tail drag, with the exception of the time that contact is made. 

The contact force would be about the same, but it would be a momentary brushing 

rather than a sustained contact held firm by backpressure on the yoke. In this case 

there would be no bending of the tailskid or tie-down ring. 

How to Proceed 

Once the tail incident category has been determined, then proceed with the course of 

action proper for that circumstance. A true tail strike will be handled as specified in the 

Off-Field Maintenance Procedures located on the back of the aircraft clip board. In the 

event of a drag or scrape, the Instructor can inspect the damage. 

NOTE 

In any of the above cases, all incidents must be documented in the 

aircraft discrepancy sheet. If a tail strike occurs, the aircraft is down 

until maintenance clears the airplane for flight. If a drag or scrape 

occurs, the activity can continue after the PIC inspects the aircraft 

tail. Upon return to KDAB, the PIC will document the discrepancy 

and down the aircraft. Additionally, fill out a safety report describing 

the event. 

9.7 Tire Wear 

When checking the airworthiness of the nose wheel and main wheel tires, pay close 

attention to the type of tire installed. For the Garmin 1000 equipped Cessna 172S Nav 



III note that two different types of tires may be installed; each with a different wear 

limitation. 

New Garmin 1000 equipped Cessna 172S Nav III airplanes arrive from the factory with 

Goodyear Flight Special II tires installed. The Goodyear Flight Special II tires have the 

following tire standard wear limitation: 

1) Tires should be removed when tread has worn to the base of any groove at 

any spot. 

2) Tires worn to fabric in the tread area should be removed regardless of the 

amount of tread remaining. 

In other words, when any one tread groove is no longer consistent and continuous 

around the circumference of the tire, that tire should be replaced. 

When Garmin-equipped Cessna 172S Nav IIIs require replacement tires, Goodyear 

Flight Custom III tires are installed. The tire construction of the Goodyear Flight Custom 

III allows for a different tire wear limitation than the Goodyear Flight Special II. For a 

Goodyear Flight Custom III tire: 

The tire remains airworthy until the cord is showing. 


Flight Operations Manual – Emergency Operations 111 

Chapter 10 - Emergency Operations 


This section contains policies and guidelines given to Embry-Riddle pilots involved in 

various emergency situations. At no time is it intended that any of these guidelines 

supersede any emergency procedure detailed in the approved Pilot Operating 

Handbook (POH) and/or Aircraft Flight Manuals. Each pilot is responsible for 

accomplishing emergency checklist items as specified by the aircraft manufacturer in 

the approved and current POH/AFM or checklist. For the purpose of this section, 

emergency describes those situations that would cause departure from the normally 

planned activity or operation. 

When an emergency occurs, the primary duty of the pilot is to fly the aircraft. Listed 

below are three basic rules to remember that will immeasurably aid in a safe emergency 

situation resolution: 

1) MAINTAIN AIRCRAFT CONTROL. 

2) ANALYZE THE SITUATION AND TAKE CORRECTIVE ACTION. 

3) LAND AS SOON AS CONDITIONS PERMIT. 

It must be remembered that above all else, the PIC is the final authority as to how 

the emergency situation will be handled. However, if time permits, the assistance 

offered by ERAU, ATC, or FSS often provides helpful ideas that may have otherwise 

been overlooked by the PIC. 

Some emergencies are more immediate than others and may require steps to be 

performed from memory. These steps will be denoted as memory items on the 

appropriate checklist and the Standard Operating Procedures. Pilots will demonstrate 

proficiency in the use of memory items as well as checklist implementation. 


112 Flight Operations Manual – Emergency Operations 

In general, if an emergency situation arises, an attempt should be made to contact 

ERAU Flight Operations to notify and/or obtain assistance before any final decisions are 

made. The situation may not permit sufficient time for immediate notification because, 

as always, keeping the aircraft under control is the first priority. 

10.2 Landing Gear Malfunctions 

All Landing Gear Malfunctions 

Any landing gear malfunction will be treated as if the landing gear were not down and 

locked, and the appropriate emergency procedures must be followed. Further, the pilot 

will not recycle the landing gear if an irregular landing gear indication is experienced 

with the gear locked in the extended position. See the Mechanical Malfunction 

procedure for further guidance. 

Gear Malfunction After Takeoff 

If the landing gear malfunction takes place during takeoff and the landing gear fails to 

retract when the gear selector switch is placed in the UP (retract) position, the pilot will 

return the gear selector switch to the DOWN (extend) position and confirm that the 

landing gear is down and locked. Notify ERAU Flight Operations (Eagle Ops), if 

practical, and return for landing. Make no further attempt to raise the landing gear – 

leave it extended (down). See the Mechanical Malfunction procedure for further 

guidance. 

Before Landing 

Unless, in the opinion of the PIC, it would adversely affect the safe outcome of the flight, 

it is required that the PIC contact ERAU Flight Operations in order to exhaust all 

avenues for correcting the landing gear problem. Additionally, flight operations will 

contact maintenance to obtain technical support for the situation. The Flight Supervisor 

may also make direct contact with the aircraft manufacturer in an effort to obtain an 

answer to an unusual problem, should one occur. See the Mechanical Malfunction 

procedure for further guidance. 



Landing 

If you are landing with a gear unsafe condition; Declare an emergency with 

Tower. Avoid braking during landing rollout. After landing, remain on the runway and 

contact Fleet Maintenance. Maintenance personnel must first inspect the landing gear 

to ensure that it is down and locked before it is taxied back to the ramp. There may be 

a delay getting maintenance personnel out to you because KDAB Airport Operations 

must escort ERAU maintenance personnel. 

If you are landing after the gear has been determined to be down and locked 

Make a normal landing and taxi back to the ramp and down the aircraft. It is not 

necessary to declare an emergency in this situation, although the PIC retains the 

authority to do so if he/she deems it necessary. 

Mechanical Malfunction Procedure 

An in-flight mechanical malfunction diverts resources and attention from routine 

operations as the aircrew’s safety becomes the priority. In the past, this outcome has 

been delayed by the aircraft leaving the airspace and by frequency congestion on Eagle 

Ops frequency 123.30. To facilitate a safe outcome of any in-flight mechanical 

malfunctions, ERAU has reached the following agreement with KDAB ATC: 

In Daytona Beach Class C Airspace 

If you experience a mechanical malfunction (i.e. gear failure) while operating in Daytona 

Beach Class C airspace: 

1) Request the Speedway Hold from DAB ATC. 

2) Climb and maintain 2,500 feet AGL (or as assigned by ATC). 

3) Make turns (left when runway7L is active, right when runway 25R is active) over 

the speedway (or as assigned by ATC). 

4) Request a discrete frequency from ATC: 

a. If a discrete frequency is provided, contact Eagle Ops on 123.30 to advise. 

b. If a discrete frequency is not available, remain on Eagle Ops. 



5) Communicate with Fleet Maintenance/Flight Supervisor on the assigned discrete 

frequency, if assigned, or Eagle Ops to discuss malfunction. 

6) If Fleet Maintenance requests a fly-over to visually inspect the aircraft: 

a. Remain in the Speedway Hold until the Fleet Maintenance/Flight 

Supervisor confirms that they are in position. 

b. Return to the KDAB tower frequency and request to fly over the active 

runway. (Continue to monitor Fleet Maintenance on the appropriate 

frequency) 

c. Fly over the runway at 100 feet AGL and 90 KIAS. 

d. If Fleet Maintenance assures that the aircraft is in good condition, return 

for landing. If not, request to return to the Speedway Hold and 

communicate with Fleet Maintenance/ Flight Supervisor. 

Outside Daytona Beach Class C Airspace 

If you experience a mechanical malfunction (i.e. gear failure) while operating outside of 

Daytona Beach Class C airspace: 

1) Communicate with Fleet Maintenance/ Flight Supervisor on Eagle Ops frequency 

123.30. 

2) If Fleet Maintenance requests a flyover to visually inspect the aircraft: 

a. Remain outside of Daytona Beach Class C airspace until the Fleet 

Maintenance/Flight Supervisor confirms that they are in position. 

b. Contact DAB ATC and request to fly over the active runway continue to 

monitor Fleet Maintenance on Eagle Ops ) 

c. Fly over the active runway at 100 feet AGL and 90 KIAS. 

d. If Fleet Maintenance assures that the aircraft is in good condition, return 

for landing. 

3) If Fleet Maintenance cannot assure that the aircraft is in good condition, follow 

the Mechanical Malfunction Procedures – In Daytona Beach Class C 

Airspace to enter the Speedway Hold. 



Outside Local Area 

If outside the local operations area, every attempt should be made to utilize all available 

resources to help verify gear position. If weather and fuel permit, a landing at an airport 

with crash and fire rescue may be appropriate. 

After Normal Operating Hours 

If a landing gear malfunction is experienced on a flight that is out late and the flight 

supervisor is no longer on duty, the procedure is as follows. 

Upon returning to the local area, advise Daytona Tower to call Campus Safety. 

Campus Safety will then call the Chief Flight Instructor and maintenance assistance will 

be coordinated. 

10.3 Medical Emergencies 

Any type of medical situation that is recognized as having the potential to adversely 

affect pilot performance must be carefully considered. If the situation is recognized 

before departure – do not takeoff. If the situation is recognized while in flight, a decision 

must be made as to continue, divert, or return based on the severity of the situation. 

10.4 Airsickness 

To help prevent airsickness, students should make sure they are physically fit for flying. 

Students starting to feel sick on dual flights should notify their instructor immediately. 

Students on solo flights that become ill to the point of distraction of their pilot duties 

should land as soon as practical and notify Flight Operations. Instructors are asked to 

advise their students of techniques for overcoming airsickness. 

Pilots are responsible for ensuring that an airsick bag is on board prior to flight. This 

should be located behind the pilot or front passenger seat in the aircraft, in the glove 

box, or with the aircraft clipboard. In the event that the pilot or passenger fails to use an 

airsick bag, or does not have one, the PIC will report the incident to the Flight 

Supervisor who will coordinate with maintenance to have the interior professionally 

cleaned. 



In the event a pilot or passenger fails to use an airsick bag, or does not have one, that 

person will be responsible for the cleaning of the aircraft. The PIC is required to report 

the incident and who the person is. The person who experienced the airsickness could 

be charged up to $75.00 to have the aircraft professionally cleaned. 

10.5 Lost Communications Procedure 

See the In-Flight Guide – Daytona Campus. 

10.6 Fires 

See the applicable aircraft SOP and checklist. 

10.7 Lost Procedures 


10.8 Laser Strike Procedures 


10.9 Accident or Incident Notification Procedure Fault or Blame 

ERAU pilots must not admit fault or blame to anyone other than ERAU officials. No 

statements or comments may be made to members of the press. 

Paperwork 

Persons involved in any aircraft incident or accident will: 

1) Contact the Flight Supervisor immediately. 

2) Fill out a preliminary report of the aircraft mishap on an ERAU Aviation Safety 

Report. 

3) Submit to drug testing as outlined in this publication. 

4) In the case of an accident or incident involving aircraft damage, be examined 

by a physician or the University nurse. 

5) Fill out an NTSB Operational Incident Report. 


Flight Operations Manual Restrictions and Limitations 117 

Chapter 11 - Restrictions and Limitations 


The ERAU pilot is expected to abide not only by FAA regulations, but also by the 

policies and procedures of the University as set forth in this manual, and other 

University publications. The underlying purpose for all policies, restrictions, and 

limitations is safety. 

Any pilot flying an ERAU aircraft who commits an infraction of these rules and 

regulations will be disciplined, and may, if the infraction is serious enough, be removed 

from the flight program. 

11.2 Clothing Restrictions 

All personnel, including students, staff, faculty, maintenance personnel, and 

visitor/guest observers while on the ramp, engaged in the activities involving flying, or 

observing in an ERAU aircraft will, as a minimum, wear the following: 

1) Shoes (closed-toe) and socks that fully cover the feet and ankles; 

2) Long pants that fully cover the legs; 

3) Sleeved shirts made of conventional fabric so that the torso remains fully 

covered. Unusually thin or open weave fabric is not acceptable. 

Pilots and observers should also consider if a jacket or sweater is necessary. 

Forecasted temperatures or conditions over the planned route of flight often require this 

extra clothing. Overnight temperatures should also be considered. 

For FTD training operations, students are permitted to wear short pants (shorts) instead 

of long pants. However, students are required to wear closed toe shoes that fully cover 

the feet. 


118 Flight Operations Manual – Restrictions and Limitations 

11.3 Flight/Duty Time Restrictions 

All ERAU Students must comply with the following restrictions: 

1. The maximum length of any local solo or solo/PIC flight is two hours, with a 

minimum of one-hour ground time between such flights. 

2. A student may not fly more than 3 local flights (dual or solo) in any 24-hour 

period. 

3. No student will be scheduled for a training activity after a period commencing 

with his/her first training activity of the day and ending 12 hours later. For 

example: If a student has a training activity at 0630, another training activity will 

not be scheduled ending after 1830 that evening. 

4. Students must have a minimum of 10 hours of rest between training activities 

scheduled on consecutive days. 

All ERAU Instructor Pilots must comply with the following duty time restrictions: 

1. 14 CFR Part 61.195 and 14 CFR Part 142.49 (c) if applicable. 

2. Maximum on-duty time - 12 hours per work day, this includes any required 

meetings, standardization flights etc. 

3. Maximum consecutive working days – 6. 

4. Minimum off-duty time in a 7-day week - 24 consecutive hours. 

5. Minimum of 10 consecutive hours of rest during the 24-hour period that 

precedes the completion of the last activity. 

6. A maximum of 11 hours of contact time in any 24-hour period this includes 

any required meetings, standardization flights etc. 

If an Instructor Pilot is cancelled or no-showed for the first activity of the day, the onduty 

time starts at the start time of the next scheduled activity. 

In addition, part-time IPs who are full-time ERAU students must have a minimum of 10 

hours between the end of their last activity (on-campus employment or class) on one 

day and their first activity (on-campus employment or class) on the next duty day. Part- 


Flight Operations Manual – Restrictions and 

Limitations 

119 

time IPs who have other student employment must coordinate these activities with their 

Training Manager to ensure that there are no scheduling conflicts. 

11.4 Carriage of Firearms 

Carrying or transporting any firearm or ammunition aboard ERAU aircraft at any time or 

for any reason is prohibited. The possession or carrying of deadly weapons is 

prohibited on the premises of the ERAU Flight Line. 

11.5 Alcohol and Drug Restrictions 

The University substance abuse policy extends to students who violate residence hall 

alcohol policies or whose behavior on campus attracts the attention of University 

officials when they have engaged in the use of alcohol off campus. In addition, this 

policy extends to students who violate local and state laws off campus, particularly if 

they are arrested for driving under the influence (DUI) of alcohol or illegal drugs or are 

arrested for other alcohol/drug related charges. It is therefore the policy of the Flight 

Training Department to take the following actions when any flight student, regardless of 

where the arrest occurs, is arrested and charged with a DUI or other alcohol/drug 

related violation of the law: 

1) Must report the incident to the Flight Department Chairman and Campus Safety 

within 48 hours or before the students’ next scheduled flight activity, whichever 

comes first and comply with any sanctions established by the Flight Department 

Chairman. Students can expect to be grounded until the case is resolved in the 

court system. 

2) Upon acquittal by a court of law or acceptance of a plea to a lesser offense, the 

student may be eligible to be returned to active status in the flight program. 

Students must provide written proof of final adjudication to the Flight Training 

Department and to Campus Safety from the appropriate court before a decision is 

made regarding their return to active status. 

3) If the court convicts the student of the DUI, the student may be dismissed 

permanently from the University’s flight program. 



4) If a student is returned to active flight status after a DUI or other alcohol or illegal 

drug conviction and is arrested for a subsequent DUI or alcohol or illegal drug 

related incident the student will be removed permanently from the flight education 

and Aeronautical Science degree program. The Chairman of the Flight Training 

Department may recommend judicial charges and investigation to the Dean of 

Students Office and the student’s dismissal from the University through any 

subsequent judicial hearing. 

5) The Flight Department will notify ERAU Health Services of alcohol/drug related 

arrests of flight students and a Medical Flight Hold will be placed on the student’s 

record. Any student with a Flight Medical Hold will need to meet with the university 

AME and follow any directives and follow up indicated by the physician prior to the 

FM hold being released. 

No person shall act or attempt to act as a crew member of an ERAU aircraft under the 

following conditions: 

(i) Within 12 hours after the consumption of any alcoholic beverage; 

(ii) While still under the influence of alcohol in any way; 

(iii) While using any medicine or drug, prescribed or not, that affects a person’s 

faculties in any way contrary to safety; 

(iv) Received a DWI/DUI for driving a motor vehicle while under the influence of 

alcohol and has not reported this fact to the Flight Training Department 

Chairman. 

Any ERAU pilot found operating an aircraft in violation of the above will be referred to 

the Dean of Students Office and Campus Safety for investigation and adjudication 

through the judicial process. Students who are unfit to fly due to the above indications 

can expect to go before the campus Honor Board and will be subject to suspension or 

dismissal from the University with possible further action conducted by the FAA for 

violation of the Code of Federal Regulations (Ref. 14 CFR Part 91.17, 91.19). In 

addition to those sanctions handed down by the University Judicial Officer presiding 

over the case, any violation of the University alcohol policies will result in the following 

sanctions: 



Limitations 

121 

1) For the first offense, minimum automatic three month suspension from all 

flight training activities and denial of use of any aircraft; 

NOTE 

This may be waived at the discretion of the Chairman of the Flight 

Department if the individual agrees to attend weekly meetings with 

the Chair or Chief Flight Instructor for the remainder of the semester. 

However, failure to attend any meeting will result in immediate 

suspension of flight privileges; 

2) For the second offense, minimum six month suspension from all flight training 

activities and denial of use of any aircraft; 

3) For the third offense, permanent withdrawal from all flight training activities, 

permanent dismissal from the Aeronautical Science degree program and a 

recommendation for permanent dismissal from the University. 

11.6 Drug Testing 

Any association or use of narcotic drugs, marijuana, depressant or stimulant drugs, 

synthetic drugs, illegal substance or legal drugs used in an unauthorized way as 

defined in Federal or State statute is strictly forbidden and will result in the immediate 

suspension from the flight training program. 

No ERAU pilot will carry or allow to be carried aboard an ERAU aircraft any narcotic 

drug, marijuana, depressant, or stimulant drug, or controlled substances as defined in 

Federal or State statutes. 

The mandatory Drug Testing Program applies to all students whose catalog applicability 

is 1990-91 and later, and who engage in Flight Training at Embry-Riddle on or after 

January 1, 1991. It also applies to all Instructor Pilots teaching under Parts 141 or 142. 

ERAU will test for the following drugs as outlined by the Department of Transportation 

(D.O.T) and the Federal Aviation Administration (FAA) regulations: marijuana, cocaine, 



opiates, amphetamines, and phencyclidine (PCP). The University will provide the 

following types of drug testing: 

1) Post-Accident testing will be required for any pilot who is involved in an 

aircraft accident. The pilot will be tested for drugs within 32 hours after the 

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 flight and the time all such person(s) have disembarked, 

and in which any person suffers death or serious injury, or in which the 

aircraft receives substantial damage as determined by the National 

Transportation Safety Board. 

2) Random Testing of pilots engaged in flight training. 

3) The Chief Flight Instructor, based on reasonable suspicion, has the authority 

to require a drug test of any student who is enrolled in the flight training program. 

Actions to be taken for positive test results, refusal to be tested, substitute specimens, 

negative dilute tests and failure to comply with testing procedures: 

1) Students, whose test results show positive for the use of an illegal or nonprescribed 

drug, as verified by a Medical Review Officer, will be suspended 

from the Flight Program and will be referred to Campus Safety for 

investigation and to the Dean of Students Office for adjudication. Instructor 

pilots, whose test results show positive, will be dealt with in accordance with 

FARs and University policy. 

2) Refusal to be tested when requested by the University will result in the pilot 

being suspended from Flight Program and referred to Campus Safety and the 

Dean of Students Office for investigation and adjudication. A 

recommendation will be made for the student to be suspended from the 

University. 



Limitations 

123 

3) If a student no-shows an activity that required them to be randomly drug 

tested, the student must be tested with 24 hours of that activity or face 

suspension from the Flight Program and referred to Campus Safety and the 

Dean of Students Office for investigation and adjudication. A 

recommendation will be made for the student to be suspended from the 

University. 

4) When a student is contacted by the lab and told of a positive test result, a 

substitute specimen or a negative dilute test, that student has the right to 

request the same sample be sent to an independent lab to be tested at the 

students own expense and/or to speak with the Medical Review Officer 

regarding their own test results. The time frame for requesting independent 

lab testing is very short and it is the responsibility of the student to read the 

documentation provided during testing in order to know how much time is 

available to make such a request. 

5) Students whose test results meet the criteria above will be billed for the cost 

of retesting. 

6) Notification will be made to ERAU Health Services and the student must meet 

with the university AME. 

When testing is required, the pilot will comply with all directives of the University 

concerning the place of testing, and any other related matter. Failure to comply will 

result in the pilot being subject to disciplinary action up to and including suspension 

from the University. For additional information concerning the Student Drug Testing 

Program contact the Dean of Students Office. 

11.7 Use of electronic devices during all ramp, ground and flight operations 

When on the Embry-Riddle aircraft ramp, or conducting operations in any ERAU aircraft 

on the ground or in flight, the following restrictions should be adhered to regarding the 

use of electronic devices: 

Ramp Operations 



1. The use of any wireless communication device is prohibited and it should be 

turned off or its wireless function(s) disabled (i.e. airplane mode, etc.) while on 

the ramp unless: 

a. It is needed to meet the needs of an emergency. 

b. It is a handheld radio being used by authorized personnel. 

c. The device qualifies as an approved EFB* (Electronic Flight Bag) and its 

functions are being used to obtain information necessary to complete the 

duties of flight or ground personnel. 

d. It is an electronic E6B computer. 

2. The use of any audio or video media player device is prohibited. 

3. The use of any electronic device should be performed when the user is not 

engaged in another activity or during movement on the ramp. 

Ground and Flight Operations 

1. The use of any wireless communication device is prohibited** and it should be 

turned off or its wireless function(s) disabled (i.e. airplane mode, etc.) while 

operating an aircraft unless: 

a. If determined by the PIC it is needed to meet the needs of an emergency 

in accordance with 14 CFR § 91.3. 

b. It is a handheld radio being used by authorized personnel. 

c. The device qualifies as an approved EFB* (Electronic Flight Bag) and its 

functions are being used to obtain information necessary to complete the 

duties of flight personnel. 

d. It is an electronic E6B computer. 

2. The use of any electronic device must comply with 14 CFR § 91.21 and must not 

distract any crew member from their duties. 

*An approved EFB is one that is approved by both the Flight Department Chair 

and the Chief Flight Instructor. 

**All cell phones must be turned off and are not permitted to be used in flight in 

accordance with 47 CFR § 22.925. Use of a cell phone to communicate during 

operations in an aircraft is strictly prohibited by ERAU. 



Limitations 

125 

11.8 Electronic Flight Bags 

The Apple iPad is the only approved mobile device for use as an EFB. ForeFlight 

Mobile by ForeFlight, LLC is the only approved software for use as an EFB. The use of 

the iPad is allowed with the following conditions: 

Battery Power: 

1) A minimum of 50% battery power is required to begin a local flight. 

2) A minimum of 80% battery power is required to begin a cross-country flight. 

3) Charging may be done in the Cessna 172 using the 12V power outlet while the 

engine is running. The CABIN PWR 12V switch shall be in the off position until after 

engine start and prior to engine shutdown and during takeoff and landing. 

Preflight Preparation: 

1) Each pilot planning to use the iPad in flight shall ensure all aeronautical data is fully 

downloaded, current, and appropriate prior to flight. 

2) Each pilot shall be thoroughly familiar with the operation of the iPad and ForeFlight 

Mobile prior to using it in flight. 

NOTE: 

Go to http://www.apple.com/support/ipad for information on how to use the iPad. Go to 

http://www.foreflight.com/support/pilots-guide to download the Pilot’s Guide to 

ForeFlight Mobile. The Pilot’s Guide to ForeFlight Mobile may also be downloaded from 

within the ForeFlight Mobile app using the documents feature 

Mounting and Stowing: 

1) Yoke mounting devices may be used only in the Cessna 172. 

2) Kneeboard mounting devices may be used in any airplane. 

3) Windscreen/canopy mounting devices shall not be used in any airplane. 

4) The PIC shall ensure the iPad does not interfere with the movement of the flight 

controls or obstruct vision of the primary flight instruments. 

5) If not mounted, the iPad shall be stowed and secured for takeoff and landing. 



Wireless Communications: 

1) The iPad shall be placed in airplane mode prior to engine start and shall remain in 

airplane mode until after engine shutdown. 

2) Using the iPad to place or receive phone calls, video calls, or send or receive text, 

email, or other messages shall be prohibited at all times. 

3) The iPad and its wireless communications (i.e. 3G, 4G, and Wi-Fi) features may be 

used for flight planning purposes while at the airplane during the pre-flight phase of 

flight. Use of the iPad is otherwise prohibited while on the ramp. 

4) Use of iPad internal or external GPS receivers shall be prohibited. 

NOTE: 

The iPad has been determined by ERAU to “not cause interference with the navigation 

or communication system of the aircraft” while in airplane mode and use of the iPad as 

a portable electronic device is therefore approved as per 14 CFR 91.21(b)(5) and (c). 

Paper Documents and Aeronautical Charts: 

1) Hard copies of the appropriate ERAU checklist and the In-Flight Guide shall be 

carried aboard the airplane at all times. 

2) If minimum battery power is not available at the start of a flight, hard copies of current 

and appropriate aeronautical charts shall be carried aboard the airplane. 

3) If the iPad’s downloaded aeronautical data is not appropriate or current prior to flight, 

hard copies of current and appropriate aeronautical charts shall be carried aboard the 

airplane. 

4) Student pilots conducting solo flight training activities shall carry current and 

appropriate sectional charts aboard the airplane. 

5) Hard copies of ERAU cross-country navigation logs shall continue to be used in 

accordance with previously established policy. 

Instructions for Obtaining a ForeFlight Mobile Account: 



Limitations 

127 

1) In order to receive a discount, all pilots must use their ERAU email address for 

account registration. 

2) IPs should see the ETA Administrator, Jamie Cox, in FO 115. He will send an email 

to you with a link and instructions for setting up your account. 

3) Students should click on the following URL: 

http://www.foreflight.com/manage/eligibility/Y294akBlcmF1LmVkdQ== 

4) Download the free ForeFlight Mobile app onto your iPad from the Apple App Store. 

5) Within the app, sign in using the account you created. 

6) Within the app, download the appropriate aeronautical data and documents. 

NOTE: 

ERAU has purchased a limited number of ForeFlight Mobile subscriptions for use by 

IPs. They are available on a first-come, first-served basis. They are available until such 

time ERAU no longer pays the subscription fee or until such time you are no longer 

employed by ERAU as an IP. Students are able to obtain the ForeFlight Mobile 

subscription at a discounted price by using the URL above. 

11.9 Weather Restrictions 

Following are weather-related restrictions that apply to ERAU flight operations. Each 

restriction is intended to provide ERAU pilots with guidance concerning flight 

department philosophy on selected weather situations: 

1) Flights may not be conducted, nor takeoffs or landings attempted, in the 

presence of a thunderstorm. 

2) Non-instrument rated pilots, or those instrument rated pilots who are not 

current, may not operate VFR On-the-Top of a cloud layer. 

11.10 Thunderstorm Policy 

Flights will be planned to avoid thunderstorm areas. Flights shall not be conducted nor 

takeoffs or landings attempted in the presence of a thunderstorm. 

Thunderstorms can build from a benign light rain shower into a dangerous thunderstorm 

in a matter of minutes. It is the pilot-in-command’s responsibility to maintain awareness 



of changing weather conditions. Do not delay the decision to suspend training and 

terminate the flight if conditions appear to be deteriorating. 

The PIC shall use his/her best judgment to determine the safest course of action should 

a thunderstorm threaten a training activity. If on the ground, alternative actions may 

include, but are not limited to: 

1) Cancel and reschedule the training activity. 

2) Delay departure, tie-down and secure the aircraft on the ramp. 

3) All personnel must leave the ramp and seek shelter indoors. 

11.11 Spin Restrictions 

Spin training is only permitted in courses approved by ERAU for spin training, with the 

following restrictions: 

1) Spins will only be conducted in aircraft certified for spins. 

2) Spins are permitted on dual flights only. 

3) Spins are permitted only when required by the specific lesson and unit in the 

approved curriculum in courses leading to Flight Instructor certification, or in 

the Upset Training course. 

4) Spins must be entered at an altitude of 6,000 feet AGL or higher. 

5) Spins in either direction must be fully recovered no later than one full turn. 

11.12 General Flight Restrictions 

Accelerated Stalls 

Accelerated stalls must be done at an altitude that will allow for completion of the 

maneuver no lower than 3,000 feet AGL. 

Aborted Takeoffs 

No practice of aborted takeoffs is permitted after rotation. 

Actual Engine Failure 

Pilots experiencing an actual engine failure shall declare an emergency. 



Limitations 

129 

Aerobatics 

Aerobatics or flight maneuvers not stated in the approved flight-training syllabus are not 

permitted (as determined by the Chief Flight Instructor). 

After Landing Check 

Before completing the After Landing Checklist, pilots must first taxi clear of the active 

and inactive runways and continue taxiing up to, but holding short of any intersecting 

taxiway. In addition, the aircraft must be taxied as far right of the taxiway centerline as 

safe operations allow. In doing so, the greatest amount of taxiway space behind the 

aircraft is provided for any other aircraft exiting the same runway at that intersection, 

and blocking the taxiway for other aircraft to pass is avoided. 

Careless/Reckless 

No operation of aircraft in a careless or reckless manner is permitted. 

Checklists 

All pilots will use the appropriate aircraft checklist during all phases of flight, including 

pre-flight and post-flight inspections. 

Clearing Turns 

Clearing turns will be made before each individual maneuver is conducted. 

Collision Hazard 

No operation of an aircraft so close to another as to create a collision hazard is 

permitted. 

Crosswind Landing 

No crosswind landings will be conducted on other than the favored runway unless the 

following conditions are met: 

1) Dual flights only. 



2) No more than three aircraft may be conducting takeoffs and landings at the 

airport. 

3) A radio call will be made on downwind, base and final announcing position in 

the pattern. 

4) All crosswind landings will be made to a full stop. 

5) All aircraft will give way to aircraft in the established traffic pattern. 

6) Crosswind takeoffs will only be commenced when the preferred runway is 

clear of all traffic and a visual scan of the preferred runway is accomplished. 

East of Interstate 95 (I-95) 

No flight below 1,500 feet AGL east of I-95, except for the purpose of departure and 

arrival at all airports is permitted. Flight training between Ormond and Flagler, east of I- 

95, is restricted to transitioning to and from the local practice area. Flight training off the 

beach is authorized. 

Flap Retraction 

In accordance with sound training procedures and to establish consistent habit patterns, 

the following flap retraction procedures will be followed during ground operations on all 

ERAU dual and solo/PIC operations: 

1) Dual activities 

The flying pilot will identify the flap switch or control handle and call out, 

“FLAPS IDENTIFIED.” The pilot monitoring will verify that the flap switch or 

control handle has been selected and respond, “FLAPS VERIFIED.” 

Following this confirmation, the flying pilot will retract the flaps. 

2) Solo/PIC activities 

The pilot will visually verify the flap switch or control handle prior to retraction. 

Formation Flying 

No formation flying is permitted unless approved by the Chief Flight Instructor. 



Limitations 

131 

Formation flying is defined as any aircraft operating within 2000 feet horizontally, or 500 

feet vertically of another aircraft (except in a traffic pattern), or two or more ERAU 

aircraft knowingly flying together in the same general direction at the same time and 

general altitude with the purpose of keeping visual reference and position on the other 

aircraft. 

Frost, Ice, and Snow 

ERAU aircraft will not taxi for the purpose of flight with frost, ice, or snow adhering to 

any lifting surface of the aircraft. In addition, no ERAU aircraft will start or taxi any time 

frost, ice, or snow is adhering to the windscreen. 

FTD Operations 

All FTD cockpit doors, and windows must be closed and secured during all flight 

operations (i.e. from before takeoff to after landing) except when required to be open for 

training purposes (e.g., Emergency Approach and Landing). 

Headsets must also be used. Instructors or students may borrow headsets from 

Dispatch; your Eagle Card must be surrendered. The Eagle Card will be returned when 

the headset is surrendered. 

An Instructor will always occupy the front seat (left or right depending on the type of 

student) of the FTD. The ONLY exception is when conducting a Part 142 practical test 

or a Part 141 end of course test. 

Absolutely NO food or drink (including water) is allowed in the FTD bay. 

GPS Outages 

Flight into Instrument Metrological Conditions (IMC) is not permitted in ERAU Cessna 

172S Nav III or DA42 L360 aircraft during scheduled GPS outages, or when a NOTAM 

is issued for GPS being unreliable or unavailable in the area. 



Icing 

Flight into known or forecasted icing conditions is prohibited. 

Instrument Approaches 

Instrument approaches may not be initiated to airports that have weather conditions 

known to be below applicable approach minimums. 

Local Flights 

Local flights are restricted to the ERAU practice area for all training and practice. Any 

flight operating outside of the local practice area, except those dual flights specifically 

dispatched to one of the outlying airports, is considered to be on a cross-country flight 

and must be on an FAA flight plan. (A copy of the flight plan or Solo Cross-Country 

Authorization Form must be given to Flight Dispatch.) 

Maneuvers Below 3,500 Feet AGL 

No VFR practice maneuvers shall be conducted below 3,500 feet AGL within the area 

between the Ormond Beach and Flagler airports, from US 1 to the western edge of the 

inter-coastal waterway. 

Manual Extension of Landing Gear 

Due to the natural wear and tear an aircraft endures during normal training activities, 

caution must be taken when practicing emergency landing gear extension procedures 

so as to preserve the mechanism that operates this system. Otherwise, an actual 

emergency situation could be encountered with the emergency system inoperative due 

to repeated use. Therefore, manual/emergency gear extension practice is 

prohibited in all ERAU aircraft equipped with retractable landing gear. 

The only time the landing gear may be extended manually is when encountering an 

actual abnormal or emergency situation. 



Limitations 

133 

Maximum Altitude 

No operations above 10,000 feet AGL(day/night) or 5,000 feet AGL at night, if solo, 

unless it is necessary for safety of the flight. 

Minimum Altitude 

Minimum altitudes above the ground are set forth in 14 CFR 91.119 and will be fully 

complied with (in no case lower that 500’ AGL, unless necessary for landing or takeoff). 

Over Water Operations 

No over water operations in single-engine airplanes is permitted beyond gliding distance 

from the shore. Maximum distance for off-shore operations is 3 nm. 

Practice Area Selection 

Since most airplanes arrive late due to traffic congestion, plan accordingly and find an 

area in the practice area that is not saturated. The South practice area is typically less 

congested and the area north of Lake Woodruff is not used as it could be. Use the 

monitor in the flight planning room to make the best choice when selecting a practice 

area. When flights are spread throughout all practice areas, safety is increased. 

For this reason no more than 5 aircraft are be in the same practice area. 

Pushing on Tail Surfaces 

Aircraft may not be repositioned by pressing down on, pushing on, or pulling on any tail 

section of any ERAU aircraft. This practice has been found to cause damage to the tail 

section. When necessary, a tow-bar should be used to assist with aircraft ground 

movement. 

Runway Surfaces 

Except in the event of an emergency or with the exception of selected, approved grass 

runways, all landings will be made on a hard-surfaced runway at approved airports. 



Simulated Garmin G1000 Failures 

To simulate Garmin G1000 AHRS, ADC, PFD, and MFD failures in aircraft in which the 

G1000 system is installed, refer to the Garmin G1000 Guide for Designated Pilot 

Examiners and Certified Flight Instructors available on ERAU Blackboard / Flight 

Department- Daytona / Training Aids 

Simulated Emergencies 

No simulated emergencies are permitted when operating in less than visual 

meteorological conditions (VMC). 

Takeoff and Landings 

All takeoffs and landings in ERAU aircraft are limited to the airports listed as approved 

in the ERAU In-Flight Guide, unless specific permission is received in writing from the 

Chief Flight Instructor. 

Touch-and-Go Procedures 

Touch-and-go operations are permitted under the following conditions: 

1) Positive aircraft control will be established during the landing roll prior to flap 

identification and retraction and takeoff roll. 

2) The pilot flying will verbally confirm flap selector/handle identification by 

saying “Flaps identified”. The pilot monitoring will verify flap selector/handle 

identification prior to the flying pilot retracting flaps by saying “Flaps verified”. 

3) Pilots must comply with any runway restrictions. 

4) Pilots must take into consideration Density Altitude effects on performance 

before commencing touch-and-go operations. 

NOTE 

All takeoff and landing performance figures, including accelerate 

stop distances for multi-engine aircraft, will be carefully scrutinized 

by pilots before attempting touch-and-go operations. 



Limitations 

135 

Wake Turbulence 

The 3 minute hold issued by ATC in delaying takeoff clearance due to wake turbulence 

may not be waived by any ERAU pilot. 

11.13 General Flight Restrictions -Single-Engine Airplanes 

180° Power-Off Accuracy Approach and Landing 

No solo 180° Power -Off Accuracy Approach and Landing practice is permitted. 

Decathlon, Super (8KCAB) 

No maneuvers may be performed in ERAU’s Super Decathlon except those listed in the 

current Maneuvers Approved for the Decathlon guide. This guide may be found on 

Blackboard/ Flight Department – Daytona/ Curriculum/ Approved Maneuvers for the 

Decathlon. 

Instrument Approach Procedure Restriction 

Except in an emergency, all ERAU single-engine aircraft are prohibited from utilizing 

any instrument approach procedure that requires flight beyond gliding distance of an 

ocean shoreline. Maximum distance for off-shore operations is 3 nm. 

Simulated Engine Failures 

Simulated engine failures in single-engine aircraft will be performed only on dual flights 

(with an ERAU Flight Instructor), and only by slowly retarding the throttle. 

Simulated engine failures will not be initiated below 500’ AGL, or as prescribed by 14 

CFR 91.119, whichever is higher. Instructors will ensure that the aircraft remains above 

500’ AGL until in a safe position to land. 



Simulated Forced Landings 

Simulated forced landings will not be continued below 500’ AGL in any ERAU aircraft 

unless at an approved airport where the aircraft is in a position to land and that the 

landing will not interfere with other traffic at the airport. 

11.14 General Flight Restrictions- Multi-Engine Airplanes 

Accelerate Stop Distance 

Accelerate stop distance is calculated by determining the take-off distance for the 

appropriate weight adding that number to the calculated landing distances for the 

appropriate weight and adding 500ft to the result. 

Take-off is only authorized from a runway that has a useable length that is greater than 

the calculated accelerate stop distance. 

Emergency Procedures 

No solo/PIC practice of emergency procedures of single-engine maneuvers is 

permitted. 

Feathering Practice 

Propellers will not be feathered for practice unless specifically required as a line item on 

that lesson. 

No practice feathering below 4,000 feet AGL is permitted. In addition, the airplane must 

be in the vicinity of an airport. If the propeller will not come out of feather (unfeather), 

an emergency will be declared. This maneuver is not authorized in VFR-on-top or VFR 

over-the-top conditions. 



Limitations 

137 

Front Canopy and Rear Door 

There are concerns with the DA42 front canopy and rear door hinges becoming 

damaged while the airplane is operated on the ground. It is important to ensure that the 

front canopy and rear door are secured at all times while the engines are running. 

The front canopy should be secured by firmly holding the canopy by hand or otherwise 

latching the canopy in either Position 1 or Position 2 at all times while the engines are 

running. The front canopy must be fully closed and latched prior to takeoff. 

The rear door should be secured by fully closing and latching the door at all times while 

the engines are running. 

Leaving either the front canopy or rear door unsecured and fully open is not an ERAU 

approved method of operating the airplane. 

Over Water Operations 

, Embry-Riddle multi-engine aircraft are limited to operating at a distance of no more 

than five (5) nautical miles from the ocean shoreline, unless otherwise instructed by 

ATC during an instrument approach. This restriction does not apply to IFR flights to or 

from KMTH or KEYW. 

Simulating Engine Failures 

No abrupt simulated engine failure using the throttle is permitted. No simulated singleengine 

operations in less than VFR conditions are permitted. No single-engine goaround 

practice will be performed in multiengine aircraft. 

Simulating an engine failure below 4000’ AGL is authorized only by slowly reducing the 

engine throttle to idle. Simulating an engine failure below 4000’ AGL by use of a 

mixture control is not permitted. 

Simulating an engine failure at or above 4000’ AGL is authorized only by slowly 

reducing the engine throttle to idle or moving the mixture control to the idle-cutoff 

position. 



NOTE 

Simulating an engine failure using a fuel selector is not permitted at 

any time. For training purposes, when securing an engine after 

shutdown in flight, the fuel selector and ignition switches for the 

inoperative engine shall remain in the ON position (only simulate 

moving the fuel selector and ignition switches to the OFF position). 

Single-Engine Below V SSE 

No simulated engine failure in flight below V SSE is permitted. 

Single-Engine on Runway 

No intentional engine failure above 25 KIAS in the DA42 L360 is permitted while still on 

the runway surface. When conducting Engine Failure During Takeoff Before VMC 

(simulated) training and practice in the DA 42 L360, the minimum runway width must be 

at least 75 feet. 

Single-Engine Landings 

Single engine landings will be made to a full stop. 

Touch-and-Go Operations 

A touch and go is only authorized on a runway that has 4,000 feet or more of useable 

length. 

Unusual Attitudes 

No intentional one-engine inoperative unusual attitude practice is permitted. 

V MC Demonstration 

The minimum altitude required to perform and complete a V MC demonstration is 4000 

feet AGL. V MC demonstrations will not be conducted with flaps extended. 



Limitations 

139 

11.15 Non-Towered Airport Restrictions 

Stop and Go’s 

No stop-and-go operations are permitted. 

Airport Congestion 

Flights inbound to a non-towered airport will not attempt to enter the traffic pattern when 

there are five (5) or more aircraft reported in the pattern. 

Authorized Airports 

All flight operations are restricted to airports authorized by the Chief Flight Instructor. 

Common Traffic Advisory Frequency (CTAF) 

Communications at airports with closed control towers will be made on the Common 

Traffic Advisory Frequency (CTAF), which is normally the published control tower 

frequency. 

Movement Areas 

All flight personnel are prohibited from standing, sitting, or walking on the airport 

runways or taxiways except as authorized by the Chief Flight Instructor. Passengers, 

students or instructors, will deplane only in ramp areas and parking areas. 

Pilot Changes 

When a pilot change is to be made at a non-towered field, that change will be made on 

the airport ramp clear of the runway and taxiways where the aircraft will not interfere 

with the arrival or departure of other aircraft. All engines will be shut down for the pilot 

change. Follow the same restrictions when debriefing or resting a student. 

Radio Calls 

Aircraft will announce their position and intentions when operating at a non-towered 

airport as described in the Aeronautical Information Manual (AIM). 



Traffic Pattern Operations 

All operations will be conducted in accordance with the applicable sections of Chapter 4 

of the AIM, specifically, but not limited to sections 4-3-3 and 4-3-4 pertaining to traffic 

pattern operations. 

Wake Turbulence 

A 3-minute interval must be observed by any ERAU pilot when departing after a large 

aircraft. 

11.16 Controlled Airport Restrictions 

Crosswind Turn 

If remaining in the pattern, commence the crosswind turn 300 feet below traffic pattern 

altitude unless otherwise specified in the airport's noise abatement procedures (or as 

directed by ATC). 

Departing the Pattern 

If departing the pattern, climb to traffic pattern altitude before making any turns unless 

specifically directed to do otherwise by the control tower. 

Remaining in the Traffic Pattern 

Aircraft intending to remain in the pattern shall advise the tower prior to departure or 

prior to pattern entry for arriving aircraft. 

Traffic Pattern Operations 

All operations at controlled airports will be conducted in accordance with the applicable 

sections of Chapter 4 of the AIM, specifically, but not limited to sections 4-3-2 and 4-3-4 

pertaining to traffic pattern operations, unless specifically directed to do otherwise by 

the control tower. 



Limitations 

141 

11.17 Solo Restrictions 

Cross-Country Flights (Daytime) 

Student Pilot solo cross-country flights must have landed prior to 1 hour before official 

sunset and PIC cross-country flights must have landed before official sunset. Should en 

route delays make it impossible or improbable for the flight to arrive at the appropriate 

time, the flight will remain overnight at the last airport of intended departure, or if 

airborne, at the nearest suitable airport. The flight must be re-dispatched by the Flight 

Supervisor the following morning. 

Students are authorized to perform a maximum of one landing at each airport during a 

solo cross-country. No repetitive takeoffs and landings are authorized at any airport 

during a solo cross-country flight. 

Cross-Country Routes 

Cross country routes are restricted to those listed in the Approved Cross Country Route 

list available on Blackboard / Flight Department - Daytona. Any other routes must be 

approved by the Chief Flight Instructor or Assistant Chief Flight Instructor. In any case, 

it is the Instructor Pilot’s responsibility to ensure the chosen cross country route 

complies with the training requirements of Part 61 or 141 and the applicable Training 

Course Outline. 

Instructor Pilot Approval 

The student’s Instructor Pilot must approve all solo cross-country operations. 

Local Flights (Daytime) 

Student Pilots and Private Pilots dispatched solo to the local practice area conducting 

daytime training activities must be on the ground at ERAU no later than official sunset. 

Passengers 

Carrying of passengers on solo training flights is prohibited. 



Practice Area 

All local solo flights must remain within the ERAU practice area. Student pilots must 

remain in the local practice area and within 25 NM of the departure airport (unless on an 

approved cross country). 

Recency of Experience 

Students dispatched for any solo operations must have completed three (3) takeoffs 

and landings within the preceding 90 days in the same category and class of aircraft 

and in day or night conditions, whichever is applicable to the solo flight as prescribed by 

14 CFR Part 61. 

Simulated Emergency (Forced) Landings 

No simulated emergency (forced) landings may be practiced during any solo flight 

operation. 

Solo Slow Flight and Stalls 

During Student Pilot solo flights, all slow flight and stall practice shall be conducted 

above 3,000 feet AGL. 

Solo (Daytime) 

Student Pilot solo daytime operations before sunrise or after sunset are prohibited. 

Solo Night Flying Restrictions – 

Only those solo flights designated for night in the approved curriculum will be flown at 

night. 

1) Student Pilots and Private Pilots dispatched solo to the local practice area 

conducting daytime training activities must be on the ground at ERAU no later 

than official sunset. 

2) All solo night takeoffs or landings must be made with landing lights 

illuminated. For night landing practice, all night landings must be made to a 

full stop and the aircraft taxied back to the approach end of the runway for the 

takeoff. 



Limitations 

143 

Special VFR 

No solo Special VFR operations are permitted. 

Touch- and- Go 

Touch-and-go operations during solo flights are prohibited. 

VFR-Over-The-Top 

No solo VFR-over-the-top or VFR-on-top operations are permitted. 

11.18 Instrument Training Operations 

All flights departing on an IFR flight (other than local) must leave a copy of the FAA 

Flight Plan with Flight Operations before departing. 

Partial Panel Instrument Maneuvers (BAI) 

All partial panel instrument maneuvers must be performed in visual meteorological 

conditions (VMC) with visibility 5 SM or greater. No partial panel instrument maneuver 

may be performed above a ceiling at night. In the judgment of the instructor, outside 

visual references and cockpit lighting must be adequate. 

In Garmin G1000 (or equivalent) equipped aircraft, the pulling of circuit breakers to 

simulate a partial panel condition is prohibited. 

Any recovery from a partial panel instrument maneuver must be accomplished no lower 

than 1,500 feet AGL. 

Unusual Attitude Maneuvers 

The following restrictions apply to unusual attitude maneuvers: 

1) In the judgment of the instructor, outside visual references and cockpit lighting 

must be adequate. The instructor must not be required to rely on aircraft 

flight instruments to monitor or affect a recovery from any maneuver or 

situation. 



2) At night, all unusual attitude maneuvers must be performed over a well-lit 

populated area. 

3) Maneuvers must be performed one at a time. Upon completion of each 

maneuver the aircraft must be recovered, stabilized in straight and level flight, 

and returned to the appropriate altitude prior to initiating the next maneuver. 

4) Recovery from maneuvers must be accomplished and completed no lower 

than 1,500’ AGL. 

5) Unusual attitude situations in which the aircraft exceeds 60 degrees of bank 

or 30 degrees of pitch (nose up or down attitude relative to the horizon) are 

prohibited in all courses other than the Upset Recovery Training course and 

the spin dual lesson in the CFI course (417A). 

11.19 Night Training Operations 

External lighting will be illuminated during all night operations when appropriate. 

ERAU aircraft will taxi on open, approved, and well-lit taxiways and runways only 

(any deviation must be officially approved by the Chief Flight Instructor). 

The full length of the runway must be used for all night takeoffs at all ERAUapproved 

airports except at KDAB when using Runways 7L or 25R, and KSFB 

when using Runways 9L or 27R. 

No short or soft-field takeoff or landing practice is authorized at night, unless a 

short field take-off or landing technique is need to clear any obstacles at the 

departure or approach end of a runway. 

No solo night practice of slow flight, stalls, or other maneuvers not directly related 

to night takeoff or landing practice is permitted. 

All night landings must be to a full stop and taxi back; except at KDAB when using 

Runways 7L or 25R, and KSFB when using Runways 9L or 27R, which may be a 

stop and go with 4,000 feet available for the takeoff roll after the stop. 

Simulated single-engine operations in multi-engine aircraft at night will be limited 

to practice instrument approaches and holding patterns in VFR conditions only. 



Limitations 

145 

Only those solo/PIC flights designated at night in the approved curriculum will be 

flown at night. 


Flight Operations Manual – Index 146 

INDEX 

A 

accident prevention, 12 

Accident/Incident Report, 19 

Add Flight Course, 19 

Administrative Assistant, 17 

Advanced Standing and Off-Campus Flying, 17 

Aerobatics Activity, 87 

Aircraft Checklists, 60 

Aircraft Condition Record, 105, 106 

Aircraft Manual, 60 

Aircraft Rental Form, 62 

airport badge, 75 

airsick, 116 

airsickness, 115 

alternate airport, 96 

ammunition, 119 

ATC, 100 

ATIS, 86 

Availability, 19 

Aviation Safety and Accident Prevention Program, 12 

Aviation Safety Manager, 17 

board, 68, 79, 115 

call sign, 85 

Certificate Issuance, 19 

Chairman of the Flight Department, 17 

check-in, 83 

Chief Flight Instructor, 17 

Chief Flight Supervisor, 18 

Clearance delivery, 86 

clearance void time, 95 

Clearance Void Time, 94 

Code of Federal Regulations, 11 

Common Traffic Advisory Frequency, 139 

company flight plan, 65 

Course Complete Paperwork, 19 

Course Grade, 19, 29 

credit cards, 95 

cross-country, 18, 95, 141 

cross-country authorization form, 95 

Cross-Country Authorization form, 95 

Cross-Country Authorization Form, 91 

cross-country flight, 47, 89, 92, 101, 132 

crosswind, 80, 140 

B 

C 

Crosswind Landing, 129 

D 

Daytona Beach International, 74, 83, 86 

Deferring maintenance, 106 

Deland Airport, 88 

Density Altitude, 134 

Departure Frequency, 96 

Departure Time, 47 

Deposit, 19 

Deviations, 100 

discrepancies, 106 

Dispatch, 68, 72, 77, 79, 95, 101, 105, 132 

Drug Testing, 121, 123 

drugs, 121, 122 

dry time, 77 

DUATs, 93 

due-back, 89, 95 

duty time restrictions, 118 

E 

East of I-95, 130 

employee discount, 62 

ETA, 41 

expense reimbursement, 102 

F 

FAA, 11, 65, 68, 79, 93, 101, 117, 121, 132, 143 

feathering, 136 

Financial Grounding, 19 

firearm, 119 

Flight Course Registration Coordinator, 17 

flight desk, 95 

Flight Desk, 18 

flight following, 65, 96 

Flight Following, 58, 88 

Flight Information File, 11, 57, 60 

Flight Maintenance, 18 

Flight Operations, 57, 58, 59, 60, 89, 112 

Flight Operations Manager, 58 

flight plan, 95, 96 

flight schedule, 41 

Flight Supervisor, 12, 19, 56, 57, 58, 59, 62, 67, 72, 79, 

80, 81, 89, 92, 93, 94, 95, 100, 101, 102, 106, 107, 

112, 116, 141, 142 

Flight Watch, 93, 96 

Frequency Change, 96 

FSS, 65, 93, 95, 96, 100, 101 



Limitations 

147 

fuel card, 95 

fuel cards, 90 

fueling operations, 72, 100 

G 

Gainesville Flight Service Station, 18 

Ground, 85 

ground control, 86 

ground time, 47, 118 

Ground Trainer, 47 

ground training, 29 

Grounding, 19 

gust factor, 80 

hand propping, 72 

headwind, 80 

Help, 19 

H 

Instructor Assignment, 19 

Instructor Change, 19 

instrument approach, 87 

Instrument Approaches, 87 

Kennedy Space Center, 86 

Lake Ashby, 84 

landing fees, 58 

landing gear, 112 

Local Flights, 47, 132, 141 

Localizer Back Course, 135 

Lost Communications, 116 

Massey Ranch, 88 

Medical Grounding, 19 

navigation log, 94 

night briefing, 89 

Night Landings, 142 

Night Takeoffs, 144 

noise abatement, 83, 84 

NOTAMs, 92 

NTSB, 116 

I 

K 

L 

M 

N 

O 

observer authorization form, 56 

observers, 56, 117 

Off Campus Flying, 19 

official sunset, 89, 141 

out-late, 89, 90 

out-late form, 89 

overnight expenses, 58 

parachute activity, 88 

Periods, 47 

Pheasant Farm, 84 

Phone Numbers, 18 

placarding, 107 

position reports, 85, 87 

postflight, 47, 67, 129 

post-flight, 65 

PQ, 66, 79, 80, 83, 91 

practice area, 58, 85, 87, 130 

Practice Area, 79, 142 

pre-flight, 11, 47, 65, 67, 82, 89, 91, 94, 105, 129 

Pre-Register, 19 

P 

R 

ramp operations, 71 

refueling, 95 

registration number, 85 

rental, 56, 59, 62 

Rental Qualification, 19, 59 

Renter Qualification Form, 60 

restricted airspace, 88 

RON, 19, 102, 103 

round robin, 92 

Runway restrictions, 134 

Schedule Check, 19 

Scheduling, 18 

security, 74, 90 

Security, 89 

shuttle operations, 86 

Slow Flight, 142 

Smoking, 71 

Space Shuttle, 86 

Special VFR, 143 

Spins, 128 

Stalls, 142 

Standard Operating Procedures, 11 

Supplemental Information Sheets, 57, 60 

S 



tach time, 105, 107 

tail strike, 108 

Testing Coordinator, 18 

thunderstorm, 127, 128 

tobacco products, 71 

Touch-and-go, 134 

Tower, 85 

trash, 74, 105 

unscheduled landing, 101 

T 

U 

unusual attitude, 138, 143 

VFR flyways, 92 

VFR over the top, 143 

V 

W 

weather, 59, 79, 83, 92, 94, 95, 96, 100, 101, 102, 

115, 127, 128 

Withdraw, 19 

Written Test, 19 



Limitations 

149 

End of ERAU FOM.

Flight Training General Operations - ERAU ETA - Embry-Riddle ...

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