Flight Operations
Safety Policies and Procedures
Airplane
January 2021
Online Correction
CONFIDENTIAL INFORMATION
This document contains confidential information and trade secrets of
UND Aerospace, and may not be used, disclosed or reproduced, in
whole or in part, without the express written consent of UND Aerospace.
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Flight Operations
Safety Policies and Procedures
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The University of North Dakota/UND Aerospace Foundation,
located at the University of North Dakota, Grand Forks, North
Dakota and holding Air Agency Certificate No. OG5S092N,
is owned by and operated as:
University of North Dakota/UND Aerospace Foundation
Department of Aviation
P.O. Box 9007
Grand Forks, North Dakota 58202
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I
January 2021
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RECORD OF CHANGES
No.
Date of Change Nature of Change
ORIG
January 2021
Annual Update
ONLINE
April 8, 2021
Correction on page 11-2
ONLINE
April 29, 2021
Correction on page B-1
ONLINE
May 11, 2021
Correction on page 4-2
ONLINE
June 21, 2021
Correction on page 1-2
Initial
Removal of Appendix B
ONLINE
August 19, 2021
Correction on pages 2-8 through 2-12
Note:
A tick mark next to the page number or copyright date indicates a text shift, or that an additional page has been
added. Example: 2-12
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EXPLANATION OF CHANGES TO JANUARY 2021 EDITION
• Annual update.
• The policies were split into 3 groups: Airplane, Helicopter, and UAS.
• Reason: This change was implemented because the policies
were getting difficult to differentiate between the departments.
Separate policy manuals will allow for better use for the pilots
using them on a daily basis.
APRIL 8, 2021 - ONLINE CORRECTION
• Page 11-2 - The initial period of escorted access on the AOA was
changed from 20 days to 30 days from the date of issuance.
• Reason: This change was made due to procedural changes in
the badging process that require more flexibility.
APRIL 29, 2021 - ONLINE CORRECTION
• Page B-1 - B.1.3 and B.1.5 regarding the Flight Operations
COVID-19 Screening form and temperature screening were
removed.
• Reason: These processes are no longer required to enter the
UND Aerospace facilities.
MAY 11, 2021 - ONLINE CORRECTION
• Page 4-2 - 4.4.3 was changed to address overlapping call signs.
• Reason: To alleviate confusion when duplicate call signs are in
the airspace.
JUNE 21, 2021 - ONLINE CORRECTION
• Removal of Appendix B.
• Reason: Change in procedures.
AUGUST 19, 2021 - ONLINE CORRECTION
• Page 2-8 through 2-12 - The policies regarding EFBs and other
electronic devices were updated.
• Reason: To provide more guidance due to the change in
technologies since the last rewrite.
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TABLE OF CONTENTS
SECTION 1: GENERAL
1.1
About this Manual................................................................ 1-1
1.2
How to Use This Manual...................................................... 1-2
1.3
Manual Revisions................................................................. 1-3
1.4
eZ LMS Website................................................................... 1-3
1.5
Acronyms............................................................................. 1-4
SECTION 2: RULES OF CONDUCT FOR FLIGHT OPERATIONS
STUDENTS AND STAFF
2.1
UND Code of Student Life.................................................... 2-1
2.2
Unacceptable Behavior........................................................ 2-1
2.3
Tobacco and Similar Products.............................................. 2-1
2.4
Intoxicants............................................................................ 2-2
2.5
Controlled Substances and Medications.............................. 2-2
2.6
Drug and Alcohol Testing Policy........................................... 2-2
2.7
Blood and Plasma Transfusions/Donations......................... 2-3
2.8
Personal Equipment and Required Clothing........................ 2-3
2.9
Duty and Rest Periods for Flight Students,
Flight Instructors, and Crew Members................................. 2-4
2.10 Duty and Rest Periods for Maintenance
and Line Personnel.............................................................. 2-6
2.11 Electronic Flight Bag............................................................ 2-8
2.12 Proper use of a Cell Phone................................................ 2-10
2.13 Picture Taking and Video Recording...................................2-11
SECTION 3: APRON OPERATIONS
3.1
Line Operations.................................................................... 3-1
3.2
Frost and Snow on Aircraft................................................... 3-1
3.3
Aircraft Deice........................................................................ 3-2
3.4
Fuel Sampling ..................................................................... 3-3
3.5
Engine Preheat.................................................................... 3-3
3.6
Engine Covers .................................................................... 3-3
3.7
Propellers............................................................................. 3-4
3.8
Preflight and Postflight Actions............................................. 3-4
3.9
Entering/Exiting.................................................................... 3-5
3.10 Engine Start ........................................................................ 3-5
3.11 Aircraft Parking Policy.......................................................... 3-5
3.12 Aircraft Status Reporting...................................................... 3-6
3.13 Securing Aircraft After Flight................................................. 3-6
3.14 Overnight Airplane Securing Procedures............................. 3-7
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SECTION 4: COMMUNICATIONS
4.1
UND Frequency Listing........................................................ 4-1
4.2
Radar Service...................................................................... 4-1
4.3
Practice Area Frequencies and Procedures......................... 4-2
4.4
Aircraft Radio Identification.................................................. 4-2
4.5
Positive Exchange of Flight Controls................................... 4-3
4.6
Sterile Cockpit...................................................................... 4-3
4.7
Reserved.............................................................................. 4-4
SECTION 5: GENERAL FLIGHT OPERATIONS
5.1
Airport Operations................................................................ 5-1
5.2
Re-dispatching After Unprogrammed Landings,
On and Off Airports.............................................................. 5-2
5.3
Collision Avoidance Procedures........................................... 5-3
5.4
Minimum Altitude Limitations................................................ 5-4
5.5
Fuel Reserves...................................................................... 5-5
5.6
Carriage of Passengers....................................................... 5-5
5.7
Student Currency for Solo Operations................................. 5-6
5.8
Instructor Currency............................................................... 5-6
5.9
Family Weekend/Special Event Flight Limitations............... 5-7
5.10 Flight Teams......................................................................... 5-8
5.11 Airplane Single-Engine Sea - Limitations........................... 5-10
5.12 Decathlon Limitations......................................................... 5-10
SECTION 6: WEATHER LIMITATIONS AND MINIMUMS
6.1
Temperature and Wind Chill Limitations............................... 6-1
6.2
Weather Minimums.............................................................. 6-3
6.3
Local Weather Minimums (Dual).......................................... 6-6
6.4
Local Weather Minimums (Solo).......................................... 6-7
6.5
Cross-Country Weather Minimums (Dual)........................... 6-8
6.6
Cross-Country Weather Minimums (Solo)�������������������������� 6-8
6.7
Sign-Off Procedures............................................................. 6-9
SECTION 7: LOCAL AREA OPERATIONS
7.1
Standard Taxi Clearances.................................................... 7-1
7.2
Grand Forks Traffic Pattern Operations............................. 7-17
7.3
VMC Departure Procedures at GFK.................................. 7-17
7.4
Practice Area Boundary Definitions.................................... 7-20
7.5
Grand Forks City Overflight................................................ 7-27
7.6
Grand Forks Air Force Base Overflight.............................. 7-27
7.7
Night Traffic Pattern Operations......................................... 7-27
7.8
Airplane Feeder Fixes and Reporting Points..................... 7-28
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7.9
7.10
7.11
7.12
7.13
Reserved............................................................................ 7-30
Reserved............................................................................ 7-30
Missed Approach Procedures at GFK................................ 7-30
UND Local IFR Approach Procedures............................... 7-30
IFR Blocks of Airspace at GFK........................................... 7-31
SECTION 8: CROSS-COUNTRY OPERATIONS
8.1
Cross-Country Planning Procedures.................................... 8-1
8.2
Cross-Country Sign-Off Procedures.................................... 8-1
8.3
Overnight Cross-Countries................................................... 8-2
8.4
Route Deviation or Delay..................................................... 8-2
8.5
Fuel Purchasing................................................................... 8-3
8.6
Approved Cross-Country Airports for Takeoff and Landing.. 8-4
8.7
Winter Approved Airports for Cross-Country Flights............ 8-5
8.8
High Density Altitude Airport Procedures............................. 8-8
8.9
UND Departure Procedures from Fargo (KFAR).................. 8-8
8.10 Approved Airports for Instrument Approach Procedures...... 8-9
SECTION 9: EMERGENCY OPERATIONS ACTUAL AND SIMULATED
9.1
Deteriorating Weather.......................................................... 9-1
9.2
Forced Landings.................................................................. 9-1
9.3
Survival Kits......................................................................... 9-1
9.4
Engine Fire During Start....................................................... 9-2
9.5
Loss of Communication........................................................ 9-2
9.6
Lost Procedures................................................................... 9-2
9.7
Unsafe Landing Gear Indications......................................... 9-3
9.8
Landing Gear Malfunction/Emergency Gear Extension....... 9-3
9.9
Auxiliary Fields..................................................................... 9-4
9.10 Flight Assistance Request.................................................... 9-4
9.11 Emergency Assumption of Command.................................. 9-5
9.12 Emergency Operations in IMC Conditions........................... 9-6
9.13 Simulated Emergency Landing Minimum Required Altitude.................................................. 9-6
SECTION 10: ACCIDENT/INCIDENT/OCCURRENCE/
MECHANICAL
10.1 Accident/Incident/Occurrence Notification......................... 10-1
10.2 Aircraft Maintenance Related Difficulties
at Airports Other than Grand Forks.................................... 10-4
10.3 Personal Injury/Death Situations........................................ 10-5
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SECTION 11: FLIGHT OPERATIONS/FACILITY SECURITY
PROCEDURES
11.1 Security Requirements........................................................11-1
11.2 Building and Aircraft Security..............................................11-2
11.3 Reporting Procedures.........................................................11-3
11.4 Enforcement........................................................................11-4
11.5 Identification Badges...........................................................11-4
11.6 Customer Relations.............................................................11-5
SECTION 12: AIR TRANSPORTATION
12.1 General.............................................................................. 12-1
12.2 Air Transportation Eligibility and Training Requirements.... 12-1
12.3 Pilot Duties and Functions................................................. 12-2
12.4 Air Transportation Weather Minimums............................... 12-3
APPENDIX A: FLIGHT DATA MONITORING POLICY
1.
Definitions............................................................................ A-1
2.
Flight Data Recordings......................................................... A-3
3.
Event Review Team............................................................. A-4
4.
Identification of Flight Data................................................... A-5
5.
Gatekeeper Program............................................................ A-8
6.
Release of Flight Data and Video/Audio Recordings........... A-9
7.
Flight Data Uses................................................................. A-10
8.
Amendment and Review.................................................... A-11
Accident and Incident FDM Flowchart............................... A-12
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SECTION 1: GENERAL
1.1
About this Manual
1.1.1
The purpose of this manual is to clarify policies and procedures
that have been proven successful through experience.
1.1.2
Proprietary Information: The contents of this manual are
intended for use by UND Aerospace employees and students.
1.1.3
Authority: Flight training at UND is available to students
that comply with all policies of the University, College, Flight
Operations, and UND Aerospace Foundation. Failure to
comply with any of these policies could result in the removal
from flight training.
The Office of Aviation Safety and the Director of Flight
Operations may make exceptions to policy in the interest of
fulfilling the UND Aerospace mission and objectives, provided
a risk analysis of the exception has been performed and
documented, and the exception does not supersede any
regulatory requirements.
This manual is maintained by the Office of the Director of
Aviation Safety. Each flight instructor and each student must
have access to a current copy of this manual to remain in
compliance with the requirements of FAR 141.93.
1.1.4
Familiarity with contents: Each student, instructor, flight
crew member and other aviation employee must be familiar
with the content of this manual applicable to their training
program or duties, and they are responsible for compliance
with this manual. This manual must be carried on all
UND Aerospace flights and be available during all UND
Aerospace unmanned aircraft operations.
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1.2
How to Use This Manual
Your manual is designed in 12 sections:
SECTION 1:
This section provides instructions on how
to use and maintain this manual.
SECTION 2:
This section explains our expectations for
your behavior while in aviation training.
SECTION 3:
This section deals with policies affecting
preflight and postflight apron operations.
SECTION 4:
This section contains communication
procedures.
SECTION 5:
This section deals with general flight
policies and procedures.
SECTION 6:
This section deals with all weather
limitations and minimums.
SECTION 7:
This section deals with policies and
procedures for local flights.
SECTION 8:
This section deals with policies and
procedures for cross-country flights.
SECTION 9:
This section contains emergency
procedures.
SECTION 10:
This section contains policies and
procedures concerning accidents,
incidents, and occurrences.
SECTION 11:
This section contains policies and
procedures concerning security.
SECTION 12:
This section contains air transportation
information.
APPENDIX A: This section contains information on UND’s
Flight Data Monitoring Program.
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1.3
Manual Revisions
1.3.1
Each manual holder must keep all assigned manuals and
UND aircraft checklists in a current status.
1.3.2
Changes and revisions must be made as soon as practical.
All manuals are subject to review for currency at any time.
1.3.3
Immediate changes to Training Course Outlines (TCOs) for
reasons related to FAA training requirements or safety matters
will be implemented as a TCO update once FAA approval has
been received.
1.4
eZ LMS Website
1.4.1
The eZ LMS website provides a means of keeping students
and instructors up to date on changes and revisions to
manuals.
1.4.2
Printed revisions are available in the Publications Bookstore,
located just off the main lobby at the airport.
1.4.3
Each time there is a change or revision made to the Safety
Policies and Procedures Manual, or any other UND Flight
Operations document, an up-to-date copy is posted online
at: http://pubs.aero.und.edu. Additionally, users of the UND
Publications App receive a push notification regarding an
update to any UND Aerospace Publications documents.
1.4.4
To request access, go to http://pubs.aero.und.edu.
Click “log in” in the right-hand corner. Enter your eZ LMS
username and password, and then click on the request access
button. Typically access is granted within one business day.
1.4.5
UND Aerospace employees and students are required
to monitor the website for changes and add those changes to
their manuals.
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1.5
Acronyms
AGL
Above Ground Level
AOA
Air Operations Area
ATC
Air Traffic Control
CFI
Certified Flight Instructor
CFIT
Controlled Flight Into Terrain
CKN
Crookston, Minnesota
CVR
Cockpit Voice Recorder
DME
Distance Measuring Equipment
EFB
Electronic Flight Bag
ELT
Emergency Locator Transmitter
FAA
Federal Aviation Administration
FAR
Federal Aviation Regulations
FDM
Flight Data Monitoring
ERT
Event Review Team
GFAFB
Grand Forks Air Force Base
GFK
Grand Forks International Airport
IAP
Instrument Approach Procedure
IAW
In Accordance With
IFR
Instrument Flight Rules
IMC
Instrument Meteorological Conditions
JDOSAS
John D. Odegard
School of Aerospace Sciences
MEL
Minimum Equipment List
MOD
Manager on Duty
MSL
Mean Sea Level
NTSB
National Transportation Safety Board
PDPIC
Performing the Duties of Pilot in Command
PED
Portable Electronic Devices
PF
Pilot Flying
PIC
Pilot in Command
PIREP
Pilot Report
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PM
Pilot Monitoring
POH
Pilot’s Operating Handbook
RCL
Runway Centerline
SARB
Substance Abuse Review Board
SIC
Second in Command
SMS
Safety Management System
SOF
Supervisor of Flight
SOP
Standard Operating Procedure
SP&P
Safety Policies and Procedures
SRA
Safety Risk Assessment
TSA
Transportation Security Administration
TVF
Thief River Falls, Minnesota
UAS
Unmanned Aircraft System
UND
University of North Dakota
UNDAF
UND Aerospace Foundation
VFR
Visual Flight Rules
VMC
Visual Meteorological Conditions
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SECTION 2: RULES OF CONDUCT FOR FLIGHT OPERATIONS
STUDENTS AND STAFF
2.1
UND Code of Student Life
2.1.1
Violating any part of the UND Code of Student Life shall be
considered grounds for a FLIGHT HOLD.
2.1.2
Students who receive WARNING or CONDUCT probation
through the student conduct process for alcohol or controlled
substance violations will be placed on a minimum six month
FLIGHT HOLD. Students wishing to appeal the FLIGHT
HOLD must notify the Director of Aviation Safety. A meeting
with the Substance Abuse Review Board (SARB) will then be
scheduled to review the appeal request. Students entering
the flight training program that have previously been cited
for alcohol or drug violations or have been placed on UND
alcohol or controlled substance probation prior to start of flight
training are also subject to a flight hold.
2.2
Unacceptable Behavior
2.2.1
Unacceptable behavior is not tolerated and may result
in a flight hold or termination of flight or work privileges.
Unacceptable behavior includes, but is not limited to,
intentional noncompliance with safety policies and procedures,
unauthorized flight maneuvers, abusive language, false
documentation, sexual harassment, misconduct, assault and
criminal activity.
2.3
Tobacco and Similar Products
2.3.1
The University of North Dakota is a TOBACCO FREE campus.
The use of tobacco products, e-cigarettes, and other devices
used for the purpose of smoking tobacco and other like or
similar products is prohibited on and in, all UND property. This
includes, but is not limited to: buildings, vehicles, parking lots,
airport aprons, and aircraft.
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2.4
Intoxicants
2.4.1
Use of alcohol or other intoxicants within the 12 hours prior to
flying is strictly prohibited. NO personnel may be intoxicated
or suffering from the effects of intoxication when reporting for
flight training, flight duty, or when on duty. NO pilot in command
(PIC) may allow a person who is obviously intoxicated to be
carried in UND aircraft nor allow the person in the vicinity of a
UND UAS flight operation.
2.5
Controlled Substances and Medications
2.5.1
Use or possession of a controlled substance is prohibited
unless prescribed by a medical physician and under a
medical physician’s supervision. The use or possession of
any substance or medication that may adversely affect a
person’s physical or mental faculties is prohibited, unless it
is done under medical direction. The use or possession of
medical marijuana is prohibited even with a physician’s
recommendation or prescription.
2.5.2
The term “controlled substance” refers to, but is not limited to:
prescription medicines, cannabis sativa, marijuana, opiates,
and amphetamines (speed, pep pills, uppers, etc.).
2.5.3
The phrase “any substance or medication” refers to, but is not
limited to: over-the-counter medicines, herbal remedies, or
dietary supplements. Upon first usage of a covered controlled
substance, medication, or other substance, under medical
direction, the student or employee shall remove themselves
from safety sensitive duties. They are not allowed to resume
those duties until they are physically and mentally fit to do so
and are no longer using the substance or medication, or have
been cleared by an Aviation Medical Examiner.
2.6
Drug and Alcohol Testing Policy
2.6.1
All individuals on active flying status and/or holding safety
sensitive positions at UND Aerospace are subject to drug
and alcohol testing. This is in compliance with the industry’s
no-tolerance standards toward the use of drugs and alcohol.
Details of the testing policies are available in the Student,
Staff and Faculty Anti-Drug Program.
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2.6.2
Safety sensitive positions include, but are not limited to:
A. Students on the flight schedule
B. Flight instructors
C. Flight crews
D. Mechanics
E. Flight line personnel
F. UAS/remote pilot
G. Sensor operators
H. Supplemental UAS/remote pilot
I. UAS visual observer
2.6.3
UND Aerospace employees in safety sensitive positions
must acknowledge in writing receipt of the Student, Staff and
Faculty Anti-Drug Program.
2.7
Blood and Plasma Transfusions/Donations
2.7.1
Due to temporary lowering of oxygen carrying capacity of
blood following a blood donation or transfusion, in no case will
any students, instructors, or crew members be allowed to fly
within 72 hours after a blood donation or transfusion.
2.7.2
Students, instructors and flight crew members are not allowed
to fly within 12 hours after a plasma donation.
2.8
Personal Equipment and Required Clothing
2.8.1
All flights conducted between sunset and sunrise must have
an operable flashlight on board the aircraft. Smartphone/cell
phone flashlights are not permitted as the primary flashlight.
See Section 2.11 for approved use of electronic devices.
2.8.2
When the outside temperature is below 0°C (32°F), student
and instructor clothing while conducting UND flights must
include:
A. Winter jacket
B. Hat
C. Gloves
D. Boots (must be worn or brought aboard the aircraft)
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2.8.3
Regardless of temperature or wind chill, individuals shall exhibit
good judgment and dress accordingly for the conditions.
2.8.4
Sandals, Crocs, and clogs must not be worn in the aircraft.
NOTE: Shoes must fit securely in the event an aircraft
evacuation is necessary.
2.9
Duty and Rest Periods for Flight Students,
Flight Instructors, and Crew Members
2.9.1
Duty Period: A period of time that starts at the beginning of the
first scheduled activity of the day and ends with a rest period.
2.9.2
Scheduled activity includes, but is not limited to:
A. Academic classes
B. Extracurricular activities
C. Meetings
D. Airport activities
E. Any UND Aerospace employment
F. Any employment other than UND Aerospace
2.9.3
Rest Period: A continuous period of 10 hours of uninterrupted
time away from scheduled activities. This period should
include 6 to 8 hours of sleep.
NOTE: Individuals have a personal responsibility to
ensure they are rested with sufficient sleep when
scheduled for duty activity.
2.9.4
Contact Hours:
A. Flight instruction
B. Ground instruction
C. Pre and postflight briefings
D. Ground trainer instruction
E. Simulator instruction
F. Aircraft ferry flights
2.9.5
Crew Member: Any person assigned duties on board air
transportation, research or other aircraft, or during UAS flight
operations.
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2.9.6
Duty Period involving Aircraft Activity: Each duty period must
not exceed 16 hours and must be preceded by 10 hours of
uninterrupted rest that should include 6 to 8 hours of sleep.
No crew member, flight instructor or flight student may accept,
schedule or conduct an aircraft flight related activity that
exceeds these requirements.
NOTE: Individuals have a personal responsibility to
ensure they are rested with sufficient sleep when
scheduled for duty activity.
2.9.7
Flight instructors are limited to:
A. No more than 8 hours flight training in any
24 consecutive hour period.
B. No more than 10 contact hours in any
24 consecutive hour period.
C. No more than 50 contact hours in any
7 consecutive day period.
D. Conduct flight training in no more than 3 different
make and models of airplanes in one day.
NOTE: For the purpose of 2.9.7 (C) and (D), a day is
defined as the hours between 00:00:00 local time and
23:59:59 local time.
2.9.8
Duty Free Days: No flight instructor or crew member shall
work more than 15 consecutive days without at least one day
free of UND employment activities.
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2.9.9
Student Limitations:
A. Students are limited to no more than 4 solo hours of
local flying per day.
B. Solo local flights are not allowed to be done with
back-to-back launches.
C. No dual, then solo, back-to-back launches with the
exception of the initial solo launch.
D. No dual or solo training is permitted before a solo
cross-country scheduled that same day.
NOTE: For the purpose of meeting student currency
requirements per UND’s Safety Policy and Procedure
5.7.1, a dual pattern flight not exceeding 1.0 hour may
be conducted prior to a solo local or cross-country
flight.
E. Local dual flight training is permitted after a solo
cross-country.
F. Only one solo flight lesson per day is allowed if that
lesson is a solo cross-country.
G. Solo flights are not allowed after 12:00 midnight.
2.9.10 Reserved
2.9.11 In the interest of safety, any flight student, flight instructor,
or crew member may terminate a flight at any time, if they
feel safety will be compromised.
2.10
Duty and Rest Periods for Maintenance
and Line Personnel
2.10.1 Duty Period: A period of time that starts at the beginning of
the first scheduled activity of the day and ends with a rest
period.
2.10.2 Scheduled activity includes, but is not limited to:
A. Assigned duties
B. Training
C. Any other activity that interferes with 2.10.3
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2.10.3 Rest Period: A continuous period of 10 hours of uninterrupted
time away from scheduled activities. This period should
include 6 to 8 hours of sleep.
NOTE: Individuals have a personal responsibility to
ensure they are rested with sufficient sleep when
scheduled for duty activity.
2.10.4 Maximum Duty Period: Each duty period must not exceed
14 hours in any given 24 consecutive hour period.
2.10.5 Duty Free Days: Personnel shall not work more than
12 consecutive days without at least one day free of UND
employment activities.
2.10.6 Human Factors Training: Initial and annual human factors
training encompassing fatigue management will be provided
to personnel.
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2.11
Electronic Flight Bag
2.11.1 Intent: The use of electronic devices has proven to be a
distracting activity that has been a contributing factor in past
accidents and incidents. When used correctly, some electronic
devices can aid in the safety of flight and aeronautical decision
making. Policy 2.11 in conjunction with 2.12 and 2.13 provides
UND flight crews guidance on how to safely manage EFBs,
cell phones, and video/photo recording devices during flight
training and while on the ramp.
2.11.2 Electronic devices other than those listed in 2.11, 2.12 and
2.13 are prohibited from being used during flight unless prior
approval is received by the Safety Department after a risk
assessment has been completed. Examples of electronic
devices that are prohibited include, but are not limited to: lap
tops, ear buds, headphones (not including aviation headsets),
music players, etc.
2.11.3 Electronic Flight Bag (EFB): A tablet used as a primary
reference and planning tool for flight activities.
A. Specifications for an approved EFB:
1. Minimum screen size is measured 7 inches
diagonally.
2. Must be capable of displaying aeronautical
information with the functional equivalent of:
a. Paper aeronautical information, charts and
instrument approach charts;
b. Flight planning information which includes
navigational logs and performance information;
c. Weather; and/or
d. UND Aerospace publications, excluding aircraft
checklists.
3. Cell phones and lap tops are prohibited from being
used as EFBs.
B. Crew members are prohibited from using an EFB for
non-flight related tasks that include but are not limited
to social media, using an application (app) not essential
to the flight, texting, watching a video and/or listening to
music.
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C. An EFB may be used as the primary source of
aeronautical, navigational and performance information
if:
1. Its battery has a charge of at least 75% prior to
engine start,
a. The ability to charge/plug in an EFB does not
exclude it from meeting this requirement.
2. The pilot verifies the applicable information/
databases are current, and;
3. At least one of the following is readily available as a
backup:
a. A second EFB;
b. For VFR flights, the aircraft’s MFD if the
Navigation Database has not been expired for
more than 2 cycles or 56 days;
c. For IFR flights, the MFD’s Navigation and
Instrument Approach Chart Databases must be
current; or,
d. Current paper charts and publications are readily
available in the cockpit.
D. Proper mounting and securing of EFBs and electronic
devices during flight:
NOTE: A pilot should use caution when operating an
aircraft during critical phases of flight with items that
are unsecured/unstowed such as: checklists, EFBs,
charts, pencils, etc.
1. The only approved method for mounting an EFB to
the aircraft is by using a commercially available yoke
mount which does not interfere with the full movement
of the flight controls and does not obstruct the view of
the flight instruments or windows.
2. EFBs should be stowed and/or secured prior to
landing unless it is being used as a reference during
an instrument approach procedure.
3. Electronic devices not being used as an EFB are
prohibited from being attached to any part of the
aircraft unless it meets the requirements in 2.13.3.
4. All electronic devices, accessory components, such
as battery chargers and cables and other electronic
devices must be stowed and/or secured prior to
takeoff and landing.
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2.12
Proper use of a Cell Phone
2.12.1 Intent: Cell phones provide information, entertainment and
communication in the palm of your hand. A combination of the
high workload in the cockpit along with the distraction of a cell
phone has been linked to accidents and incidents in the past.
Section 2.12 will be used to clarify UND’s requirements for
proper cell phone usage as it relates to communication while
engaging in flight activities.
2.12.2 Using a cell phone to communicate through text messaging, a
phone call, app or email is prohibited while on airport ramps,
unless:
A. You are sitting in a stationary aircraft and the engine is
not running, or,
B. It is needed to communicate an emergency or abnormal
operation needing immediate assistance.
2.12.3 For flights in an aircraft: all crew member’s cell phones must
be set to “do not disturb” or “airplane mode” prior to starting
the “before start checklist” through the completion of the
“shutdown checklist” except as referenced in 2.12.4.
2.12.4 If “Airplane Mode” is used, it may be temporarily turned off
during non-critical phases of flight if a crew member or the
PIC determines that:
A. Cell phone service is need to:
1. Obtain updated weather;
2. Open and close a flight plan; or
3. Complete other duties related to the flight.
B. Due to limited capabilities or failure of the onboard
radio communication system a cell phone is needed to
communicate operational details to facilities such as:
1. An air traffic control facility;
2. Company dispatch or SOF;
3. A flight instructor or student regarding urgent
information pertinent to the safety of flight.
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2.13
Picture Taking and Video Recording
2.13.1 Picture taking and video recording are prohibited on all
solo flights.
2.13.2 Capturing pictures and/or videos are permitted on PDPIC
and dual instruction flights and must comply with the
following procedures:
A. The aircraft is in a noncritical phase of flight as described
in policy 4.6.
B. Only the pilot monitoring (PM) is authorized to capture a
picture or video.
2.13.3 A camera may be mounted to the aircraft interior or persons
if the “Video Recording Risk Assessment” is completed and
complied with. The risk assessment can be found at:
http://safety.aero.und.edu.
2.13.4 Exterior mounting of cameras is prohibited unless prior
approval is given by the Safety Department after a Safety
Risk Assessment has been completed.
2.13.5 Taking pictures on airport ramps is approved as long as the
people involved with the picture:
A. Remain stationary in one area while using the camera.
B. Remain clear of traffic lanes designated for aircraft and
vehicles.
C. Remain clear of vehicles or aircraft with a running engine
or one that is about to start its engine.
2.13.6 Passengers/observers may take pictures and videos from
the rear seat during any phase of flight provided:
A. Both front seat pilots approve.
B. It does not interfere or distract the crew from their duties.
C. The aircraft’s altitude, airspeed, attitude, and flight path
are not modified to accommodate any pictures or video.
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2.13.7 Use of images and videos on social media platforms
captured during a UND training flight:
A. Posting images and videos to a personal social media
account is approved if:
1. They were captured in accordance with section 2.13
of this section;
2. They represent the student, employee and UND in a
professional manner; and
3. All forward seat occupants approve of the post.
B. Any video or image posted to social media can be used
to initiate an investigation into an accident, incident or
careless and reckless act if the image or video depicts an
unsafe act that violates Federal Aviation Regulations and/
or UND policies and procedures.
2.13.8 Flash photography is prohibited.
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SECTION 3: APRON OPERATIONS
3.1
Line Operations
3.1.1
Only employees who have been trained and signed off may
open or close an aircraft storage hangar door.
3.1.2
Only employees who have been trained and signed off may
remove an aircraft from the storage hangars.
3.1.3
Training must be given and documented by a Line Supervisor.
3.1.4
No person may remain in the aircraft when it is being towed.
However, in the event of an emergency, such as towing
a disabled aircraft from the runway, people may remain in the
aircraft, subject to a safety inspection by UND Maintenance.
3.1.5
No person may be aboard the aircraft during re-fueling and all
electrical and ignition switches must be in the “OFF” position.
3.1.6
When lightning is observed or reported within 5 miles of the
airport, aircraft fueling operations will be suspended.
3.1.7
When lightning is observed or reported within 3 miles of
the airport, all ramp operations will be suspended and all
personnel will remain indoors.
3.2
Frost and Snow on Aircraft
3.2.1
No pilot may take off in an aircraft that has frost, ice, or
snow adhering to any propeller, wing, windshield, stabilizing
or control surface, to any power plant installation, or to an
airspeed, altimeter, rate of climb, flight attitude instrument
system.
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3.2.2
UND’s line operation provides aircraft ground de-frosting for
frost only, NOT snow or ice with the exception of policy 3.3.
A. The PIC is responsible for making the de-frosting request.
B. Do not make the request until just prior to engine start
as hold-over time is limited to 30 minutes.
C. All aircraft must be operated in compliance with
FAR 91.9(a).
WARNING: FLUIDS USED DURING GROUND
DEFROSTING DO NOT PROVIDE IN-FLIGHT ICING
PROTECTION.
3.2.3
The following are the ONLY acceptable methods of removing
frost or ice from aircraft windows.
A. Approved fluids applied by UND flight line staff.
B. Aircraft defrost and/or heating system.
3.2.4
In the event that frost, ice, or snow cannot be removed from
the aircraft, it must be placed in a heated hangar for a period
of time that completely melts and evaporates the frost, ice, or
snow.
3.3
Aircraft Deice
3.3.1
The following procedures apply only to aircraft certified for
flight into icing conditions.
A. It is the PIC’s responsibility to determine that ice has been
removed correctly and the aircraft meets the requirements
of Section 3.2.1.
B. Before the deice process starts, a briefing between the
PIC and Line personnel will be conducted to communicate
any special instructions.
C. Prior to deicing procedures, the PIC must ensure all
sensitive aircraft instruments are protected.
D. During deicing procedures, the flight crew and any
passengers are required to either stay clear of the aircraft
or remain on board (with the cabin door closed).
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E. Line personnel will position the deice cart in front of the
aircraft so that they are clearly visible to the flight crew.
Once deice fluid is no longer being applied, an all clear
indication shall be given by Line personnel, at which time
the PIC shall inspect the aircraft IAW Section 3.4.1.
F. Line personnel will maintain a Deice Log that details
aircraft, date, time, weather conditions and temperature,
areas deiced, fluid temperatures, and any special
instructions or requests.
3.4
Fuel Sampling
3.4.1
When sampling the fuel tanks and strainers, apply the
following procedures:
A. If the airplane fuel sample proves to be satisfactory
(i.e. no evidence of water or contaminants) and the correct
color, return the sample to the fuel tank.
B. Should the sample show evidence of contamination,
discard the sample by pouring it into one of the containers
provided on the apron. Continue this procedure until an
acceptable fuel sample is obtained.
C. After refueling, wait 5 minutes before sumping the fuel.
3.5
Engine Preheat
3.5.1
Aircraft exposed to temperatures lower than -6°C (20°F) for an
extended period of time, may require preheat prior to engine
start. Variables affecting preheat include the use of winter
covers, time since the last launch or removal from a heated
hangar, air temperature, and wind. Contact Line or Dispatch
for assistance in determining the need for preheat.
3.6
Engine Covers
3.6.1
Any time the winter covers are in the aircraft, they must be
installed. Exception: Section 3.12.2, Quick-Turns.
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3.7
Propellers
WARNING: BECAUSE OF THE DANGER TO PERSONAL
SAFETY, NO ONE IS AUTHORIZED TO HAND PROP A
UND AIRPLANE.
3.7.1
Extreme caution must be used when moving the aircraft or
rotating a propeller for preflight inspection. Prior to moving the
propeller, confirm that the magnetos are in the OFF position,
the mixture is in the IDLE/CUT-OFF position, the throttle is
CLOSED, and, if equipped, the ignition switch is OFF and the
keys are removed. ALWAYS move the propeller opposite the
direction of normal rotation.
3.8
Preflight and Postflight Actions
3.8.1
Preflight Actions:
A. Preflight briefings are to be conducted in briefing rooms,
instructor offices or other suitable quiet areas. Briefings
shall not be conducted in the Dispatch lobby or other
high traffic areas.
B. Aircraft weight and balance must be calculated prior to
all flights.
C. Airplane takeoff and landing performance must be
computed.
D. Pilots are responsible for ensuring chocks and tie downs
are removed and properly secured as part of preflight
duties.
3.8.2
Postflight Actions:
A. Pilots are responsible for securing the aircraft in
accordance with 3.13 of this section.
B. Postflight briefings are to be conducted in briefing rooms,
instructor offices or other suitable quiet areas. Briefings
shall not be conducted in the Dispatch lobby or other high
traffic areas.
CAUTION: Never leave the aircraft unattended without
chocks in place, controls secured, all electrical switches
off, and when required tied down.
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3.9
Entering/Exiting
3.9.1
No person is ever to enter or exit an airplane with an engine
running, except when receiving assistance with engine
starting by a qualified maintenance technician.
3.10
Engine Start
3.10.1 When starting, do not allow the tail of the airplane to be pointed
toward an open hangar except for aircraft parked on line T’s.
This is to prevent possible injury to persons or damage to
aircraft in the hangar.
3.10.2 Prior to start, pilots shall visually and verbally clear “LEFT” and
“RIGHT”, followed by announcing out the window, “CLEAR.”
3.11
Aircraft Parking Policy
3.11.1 Aircraft (except Decathlon/Top Cub) being parked on the
north row of Bravo apron and the west and south row of
Charlie apron are not to be taxied into position by making a
turn under aircraft power. The aircraft must be shut down and
repositioned by hand or by use of a tow bar. If assistance is
needed to turn the aircraft, contact Line (123.3).
3.11.2 Unless necessary to avoid contact with another aircraft
or vehicle, aircraft that will be pushed into a parking spot must
not deviate from the taxi line prior to engine shutdown.
3.11.3 Aircraft shall park in designated tie down locations only, unless
otherwise directed by Line staff.
3.11.4 No aircraft shall be parked within 50 feet of any primary
or emergency building egress, with the following exceptions:
A. Aircraft parked in designated tie downs that are located
within 50 feet of any primary or emergency building
egress.
B. Aircraft parked in locations other than tie downs for
the purpose of relocation into or from hangars. These
aircraft shall be parked in a manner that allows adequate
clearance for other towed or taxiing aircraft and ground
services vehicles.
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3.12
Aircraft Status Reporting
3.12.1 Aircraft returning to the apron must inform Dispatch (123.3)
of their return and any discrepancies.
3.12.2 Dispatch will inform the pilot if an aircraft will be used for a
quick-turn. If it will be used for a quick-turn, do not install the
engine cover on the aircraft unless instructed otherwise by
Dispatch.
3.12.3 All aircraft discrepancies must be listed on the discrepancy
form in the aircraft book. If a discrepancy is discovered on
an aircraft, document it on the discrepancy sheet, one
discrepancy per block. All discrepancies must be signed off
by a mechanic, avionics technician, or deferred by MEL or
91.213(d) as appropriate before being returned to service.
3.13
Securing Aircraft After Flight
3.13.1 When returning to the apron, you must secure the aircraft as
described below:
A. Aircraft controls must be secured when parked, regardless
of wind conditions. If the aircraft has a control lock, it must
be used. If there is no control lock, use the seat belt.
B. Parked fixed-wing aircraft must be chocked regardless of
wind and weather conditions.
1. Piper Archer and Seminole aircraft must be tied
down by three points when current or forecast winds
exceed 24 knots inclusive of gusts.
2. Cessna C-172 aircraft must be tied down by three
points when current or forecast winds exceed 15
knots inclusive of gusts and at all times during June,
July, and August.
3. Decathlon, Top Cub and C-150/152 aircraft must be
tied down at all times.
4. Any forecast thunderstorms require all aircraft to
be tied down regardless of wind conditions for the
forecast period.
NOTE: Regardless of wind conditions, aircraft can be tied
down at any time based on localized wind anomalies at
the discretion of the SOF or Line Supervisor.
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C. Prior to departing the ramp, the PIC or designee
must complete a postflight walk-around inspection in
accordance with the aircraft checklist.
3.14
Overnight Airplane Securing Procedures
3.14.1 Airplanes parked overnight at UND are to be secured in the
following manner:
A. Controls secured
B. Chocked
C. Tied down by three points
D. Locked with aircraft keys and book returned to Dispatch
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SECTION 4: COMMUNICATIONS
4.1
UND Frequency Listing
4.1.1
UND Line and Dispatch - 123.3:
A. This frequency is used to:
1. Contact Line operations for assistance on the apron
(fueling, oil, preheat, tie-down, etc.)
2. Notify Line/Dispatch upon returning from any flight,
when back on the apron. Advise if the aircraft has
any discrepancies. Dispatch will advise the pilot of
any requirements to tie down the aircraft or if parking
instructions are non-standard.
B. When contacting Line or Dispatch, use aircraft type and
tail number.
Example: Seminole 583ND - “Seminole five-eight-three”
Archer 515ND - “Archer five-one-five”
4.1.2
Supervisor of Flight (SOF) - 123.5:
A. Contact the SOF while airborne to request approval to
keep the aircraft beyond its scheduled launch period.
B. Solo flights must notify the SOF upon returning from
cross-country flights when 30 NM away from GFK.
4.2
Radar Service
4.2.1
When operating in and out of the Grand Forks Airspace, use
the discrete transponder code for the specific tail number.
4.2.2
(Where available) All airplane flights must request “Traffic
Advisories” on the initial taxi request.
4.2.3
Traffic Advisory Service must be used by all fixed-wing aircraft
inbound to GFK Class D Airspace unless the aircraft is within
10 NM of GFK. (Approach 132.3)
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4.3
Practice Area Frequencies and Procedures
4.3.1
Airplanes using practice areas must monitor the appropriate
frequency.
A. Practice areas A, B, D, E, F, M, N and O monitor 122.85.
B. Practice areas C, G, H, I, K, P and Y monitor 122.75.
NOTE: Aircraft utilizing the aerobatic practice areas L and J
will continue to utilize Approach Departure Control 132.3.
4.3.2
Announce your entry into and exit from the practice area,
approximate position and operating altitudes.
4.3.3
While in the practice area, the proper frequency must be used
to assist in collision avoidance.
4.3.4
When operating in the practice areas, pilots are encouraged
to give pilot reports to other UND aircraft on the appropriate
UND frequency in addition to reports made to FSS.
4.4
Aircraft Radio Identification
4.4.1
Airplanes use the “Sioux” identifier followed by the last two
numbers of the aircraft’s full identification:
Call sign Sioux 30 is spoken “SIOUX THREE-ZERO.”
Call sign Sioux 88 is spoken “SIOUX EIGHT-EIGHT.”
Call sign Sioux 99 is spoken “SIOUX NINE-NINE.”
NOTE: Student pilots operating on solo flights, see 4.4.4.
4.4.2
All Piper Seminole airplanes end their call sign with “Tango.”
Seminole call sign Sioux 83 is spoken “SIOUX EIGHT-THREE
TANGO.”
All Super Decathlon airplanes end their call sign with “Delta.”
Decathlon call sign Sioux 3 is spoken “SIOUX THREE DELTA.”
4.4.3
When two airplanes have overlapping Sioux radio identifiers,
one will have the “MIKE” designator added to its Sioux
identifier. Spoken “SIOUX FOUR-ONE MIKE.” Seminoles
with overlapping Sioux radio identifiers will add “MIKE” after
“TANGO.” Seminole call sign Sioux 90 is spoken “SIOUX
NINE-ZERO TANGO MIKE.”
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4.4.4
Student Pilot Radio Identification - Flights in the Grand Forks
and Fargo Areas
In order to help student pilots acquire practical experience,
ATC facilities will provide extra assistance and consideration
as necessary. Student pilots must use the call sign “GREEN”
on all solo flights. Student pilots must use the GREEN call
sign while operating in the UND practice areas and associated
airports. Student pilots must use the GREEN call sign when
communicating with Grand Forks ATC and Fargo ATC. All
other ATC agencies require the use of the SIOUX call sign
(Lockheed Martin Flight Services, Minneapolis Center).
Example: Cessna 536ND call sign is Green 36
spoken “GREEN THREE-SIX.”
4.5
Positive Exchange of Flight Controls
4.5.1
The PIC shall continuously maintain a defensive position and
be prepared to take control of the aircraft in an instant. There
shall never be any doubt as to who is flying the aircraft.
4.5.2
A positive three-step process is required for flight controls as
shown in the example below:
1. When transferring control of the aircraft, the instructor
will say: “YOU HAVE THE FLIGHT CONTROLS.”
2. The student then must immediately acknowledge with:
“I HAVE THE FLIGHT CONTROLS.”
3. The flight instructor will confirm by repeating:
“YOU HAVE THE FLIGHT CONTROLS.”
4.5.3
Compare to “Emergency Assumption of Command”, section
9.11 of this manual.
4.6
Sterile Cockpit
4.6.1
To ensure safe flight, there must be no distractions caused by
a crew member other than for the purpose of student training
(specifically, training to evaluate the ability to divide attention
while maintaining safe flight).
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4.6.2
Distracting activities are those that could interfere with the
proper conduct of the PIC’s duties and mental concentration.
Distracting activities include but are not limited to, the use of
electronic devices, photography, videography, eating, and
nonessential conversation.
4.6.3
Airplane critical phases of flight include:
A. All ground operations
B. Taxiing
C. Takeoff
D. Landing
E. Any time during an actual or simulated abnormal or
emergency procedure
F. Conducting required checklist duties
G. Operating in IMC conditions
H. All flight operations below 3,000 feet AGL, except cruise
flight
4.7
Reserved
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SECTION 5: GENERAL FLIGHT OPERATIONS
5.1
Airport Operations
5.1.1
All flights, regardless of their intended purpose, must
be dispatched in accordance with the Flight Operations
Handbook.
5.1.2
Training flights must use approved published airports or, in
the case of helicopters, off-airport sites, unless otherwise
permitted by the Chief Flight Instructor or the Manager on
Duty.
5.1.3
Fixed-wing, rotorcraft, and Unmanned Aircraft Systems (UAS)
flights not specifically related to flight training or UND Air
Transportation must perform and document a risk analysis
and complete a NON-TRAINING FLIGHT REQUEST form.
These flights may include but are not limited to:
A. Air shows or fly-ins.
B. Support of organization or community events.
C. Support of federal, state or local emergency service and
law enforcement agencies.
D. Development or evaluation of non-certificated equipment
installations and aircraft performance.
E. Development or evaluation of on and off airport navigation
and landing aids.
5.1.4
Intersection takeoffs are not authorized unless directed by
ATC.
5.1.5
Unless otherwise directed by ATC, all training takeoffs and
landings must be stop/go or full stop/taxi back if conducted
for:
A. Private pilot certification training.
B. Tailwheel check out.
C. During the first ten hours of transition training to a singleengine complex or a multi-engine aircraft.
5.1.6
All satellite airports will be closed to solo aircraft operations
after periods of adverse weather or blowing snow until
reopened by the SOF.
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5.1.7
The following airports/runways are closed to normal UND
airplane operations:
A. Crookston, runway 06-24, except for Top Cubs and
Decathlons.
B. Minto, except for Top Cubs and Decathlons.
C. Detroit Lakes, runway 17-35.
5.1.8
Runway Procedures:
A. Takeoffs: Must meet published accelerated stop/go
distance. In the absence of published performance data,
runway distance remaining must be at least 2,000 feet.
B. Landings: Touchdowns must be planned no less than
200 feet down the runway from the approach end and
within the first third of the runway.
C. Touch and Go: When approved, touch and go landings
must decelerate to a safe speed to ensure directional
control, proper control inputs and runway centerline are
maintained prior to retracting flaps, resetting trim(s),
and resuming the takeoff sequence.
D. Go-Arounds: If the stabilized approach criteria outlined
in the appropriate aircraft standardization manual is not
met by 200 feet AGL, the pilot is obligated to execute a
go-around.
5.2
Re-dispatching After Unprogrammed Landings,
On and Off Airports
5.2.1
A student is authorized by their instructor to land only at those
airports approved for that flight.
5.2.2
In the event a student has to land at an airport other than one
which is approved, they must be re-dispatched by the SOF.
5.2.3
Telephone Flight Operations at 1-800-344-0314 or
1-701-777-7880 and the SOF will dispatch the student if a
departure is determined safe.
5.2.4
If a deviation from the approved flight plan is necessary,
the student must secure the aircraft in any way feasible
(i.e., hangar or tie down) to protect it from damage due to
strong winds, hail, etc.
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5.3
Collision Avoidance Procedures
5.3.1
Ground:
A. On congested or busy areas such as ramps, taxi
with as little power as necessary at a cautious speed
approximating a brisk walk (not to exceed 5 mph), in order
to promptly stop if required.
B. In less congested areas such as taxiways, the pilot shall
taxi at a speed that provides safe, positive control at all
times.
C. A sterile cockpit shall be maintained while taxiing on any
ramp. Do not conduct the instrument cockpit check until
safely clear of all ramp areas.
D. Clearing procedures shall be used while taxiing.
EXAMPLE: When making a left turn, either pilot
announces, “CLEAR RIGHT, CLEAR LEFT, TURNING
LEFT.”
E. 180° turns must not be attempted on taxiways. Airplanes
must be shut down and repositioned by hand unless
directed by ATC and determined safe by the PIC.
5.3.2
In-Flight:
A. Recognition lights (if equipped) must be turned ON when
departing and entering an airport area.
B. If the aircraft has been properly deferred per 91.213(d)
or is equipped with an approved MEL, recognition lights
(if equipped) may be deferred in accordance with the
appropriate procedures document.
C. Operations with inoperative recognition lights (if equipped)
are not permitted between the hours of sunset and
sunrise, except for when returning an aircraft to its base.
D. When the in-flight visibility is below 5 miles, the landing
light must be turned ON when departing and within
5 miles of the airport of intended landing. However, this
does not preclude the PIC from using any aircraft lights
whenever the PIC determines it will assist in collision
avoidance (i.e. operations in high density traffic areas).
(Reference 4.3 regarding additional practice area
collision avoidance procedures through practice area
communication.)
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5.3.3
Helicopter Traffic Awareness (At GFK Airport):
A. Airplane traffic must be aware of helicopters operating in
Class D airspace.
B. When Runway 27R operations are in use and tower
advises “enter or use left traffic”, fly the downwind leg
over Highway 2 to avoid helicopter operations.
C. Helicopter traffic pattern location: With Runway 35 or 17
in use, the helicopter traffic pattern is between the parallel
runways located from Alpha Taxiway to Charlie Taxiway.
With Runways 9 or 27 in use, the helicopter traffic pattern
is located between the parallel runways from Bravo
Taxiway to just north of Sierra Taxiway. The helicopter
traffic pattern is normally at or below 1,400 feet MSL in
the Class D airspace but can include up to 1,500 feet MSL
while conducting 180° autorotations.
5.4
Minimum Altitude Limitations
5.4.1
Solo Flights:
A. The minimum recovery altitude for all maneuvers is 2,000
feet AGL except when conducting simulated emergency
landings for which the minimum recovery altitude is 500
feet AGL (reference 9.13.1).
NOTE: Minimum recovery altitude for accelerated stalls
is 3,000 feet AGL.
B. Ground reference maneuvers should be conducted from
600 feet AGL - 1,000 feet AGL unless specified in the
appropriate UND standardization manual for the airplane
being flown.
5.4.2
Dual Flights:
A. The minimum recovery altitude for all maneuvers is 1,500
feet AGL except when conducting simulated emergency
landings for which the minimum recovery altitude is 500
feet AGL unless a stabilized approach can be safely
continued to an approved airport (reference 9.13.2).
NOTE: Minimum recovery altitude for accelerated stalls
is 3,000 feet AGL.
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B. Ground reference maneuvers should be conducted from
600 feet AGL - 1,000 feet AGL unless specified in the
appropriate UND standardization manual for the airplane
being flown.
5.5
Fuel Reserves
5.5.1
All flights must land with a minimum of 45 minutes fuel reserve.
5.6
Carriage of Passengers
5.6.1
Passengers are not allowed on UND aircraft, except under
the following circumstances:
A. Students who have declared Aviation as their major and
have the approval of the flight instructor conducting the
training flight.
B. UND/UNDAF employees who are on board as observers
for educational purposes and approved by the Chief
Flight Instructor, provided passenger names appear on
the appropriate dispatch form.
C. UND/UNDAF currently enrolled air traffic control students,
or Grand Forks/Grand Forks AFB Air Traffic Controllers
provided their name(s) appear on the appropriate dispatch
form.
D. Tokai observation flights.
E. Prospective Aviation students on orientation flight
recommended by UND Aerospace Student Services.
F. Flight instructor personal development flights.
G. Family Weekend/Special Event (reference 5.9).
H. Aircraft delivery or relocation flights.
I. Air transportation flights.
J. Maintenance flights, for which UND maintenance
personnel are required for the purpose of flight, provided
their name(s) appear on the Maintenance Test Flight
Request Form.
K. FAA observation flights.
NOTE: Items C through H require passengers to sign a
passenger release form and agreement prior to boarding a
UND aircraft.
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5.6.2
Passengers and/or observers are not allowed on solo training
flights.
5.7
Student Currency for Solo Operations
5.7.1
Student Pilot: Must have logged a dual flight in that make and
model within 14 days.
5.7.2
Day Currency: A student must have logged a day dual flight
in that make and model within the last 30 days.
5.7.3
Night Currency: A student must have logged a night dual
flight in that make and model with 5 takeoff and landings to
a full stop as sole manipulator of the controls within the last
30 days.
NOTE: Students who are UND night current in make and
model are considered day current in make and model.
5.8
Instructor Currency
(Reference 2.9: “Duty and Rest Periods for Flight Students,
Flight Instructors, and Crew Members”)
5.8.1
Any employee conducting flight training must complete an
annual standardization check within the preceding 12 months
in a conventional airplane.
5.8.2
In addition to the annual standardization check, tailwheel
instructors must accomplish an annual standardization check
in a tailwheel airplane.
5.8.3
In addition to the annual standardization check, seaplane
instructors must accomplish an annual standardization check
in a seaplane.
5.8.4
Prior to any dual day flight, the flight instructor must have
3 takeoffs and landings (day or night) as the sole manipulator
of the flight controls within the preceding 90 days in the
airplane class being flown.
5.8.5
Prior to any dual night flight, the flight instructor must have
3 takeoffs and landings, to a full stop, between 1 hour after
sunset and 1 hour before sunrise as the sole manipulator of
the flight controls within the preceding 90 days in the airplane
class being flown.
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5.8.6
For any dual training flight, the flight instructor must be
instrument current in accordance with CFR 61.57(c).
5.8.7
The flight instructor is permitted to achieve passenger carrying
currency and/or proficiency at the school’s expense.
5.9
Family Weekend/Special Event Flight Limitations
5.9.1
Weather Minimums for Flights without a Flight Instructor on
Board:
A. Ceiling/visibility minimums are 5,000 feet/10 statute miles
B. Crosswind limitation: 12 knots, not to exceed current
logbook wind endorsement
NOTE: Crosswind limitation applies to fixed-wing flights
only.
5.9.2
Weather Minimums for Flights with a Flight Instructor on
Board:
A. Ceiling 3,000 feet
B. Visibility 5 statute miles
C. Special VFR not authorized
5.9.3
Pilot Competency/Currency Requirements:
A. Be currently enrolled in a flight course
B. Complete the Student Currency/Proficiency for Family
Weekend checklist
C. Attend a scheduled Family Weekend pilot safety briefing
5.9.4
Aircraft Restrictions: Dual flights are required for pilots
requesting to fly aircraft other than the PA-28-181 or C172.
5.9.5
Fuel Requirements: Flights conducted during Family Weekend
in the PA-44-180, PA-28-181 and C172S will be required to
have a fuel load at or above tabs for the respective aircraft
being flown.
NOTE: De-fueling aircraft below tabs will not be permitted
for flights conducted under the Family Weekend policies.
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5.9.6
Approved Maneuvers:
A. Straight-and-level flight, climbs, and descents with a
maximum of 30° bank angle
B. Takeoffs and landings are only authorized at GFK
5.9.7
Passengers: Passengers are restricted to immediate family
members, as defined in the NDUS Human Resource Policy
Manual: “Immediate family means a grandparent, parent,
step-parent, father-in-law, mother-in-law, spouse, child, sonin-law, daughter-in-law, brother, stepbrother, sister, stepsister,
or grandchild.”
5.10
Flight Teams
5.10.1 For each competition, flight teams will establish a single point
of contact (POC). The POC will be an employee of UND
Aerospace. The POC is responsible for tracking airplane
operations during transit trips to and from the competitions
and ensuring that proper communication has been made to
the SOF.
A. A second POC will be established as a backup in case the
primary POC is unavailable or cannot be reached.
5.10.2 No later than 24 hours prior to the departure from Grand Forks
of all transit flights to and from flight team events, a memo
will be sent notifying the Safety Department, SOF, and MOD
detailing the proposed route of flight, passenger manifests,
and POC contact information. Updates will be coordinated
with the SOF.
5.10.3 Prior to all transit flights to and from flying team events,
a Non-Training Flight and Risk Assessment Form will be
completed by the PIC of each aircraft. The PIC will also
provide a list of passengers on board.
A. Passengers will complete the Passenger Release Form.
B. Any change to the passenger(s) on board the aircraft
will be communicated to the SOF prior to departing from
where the change occurred.
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C. Prior to all transit flights to and from flying team events,
the SOF will be notified by either POC or PIC of the
proposed departure time, aircraft, and any changes to the
Non-Training Flight and Risk Assessment forms.
1. The primary means of this notification will be through
e-mail when available and appropriate or by phone.
5.10.4 The SOF will be notified upon arrival at fuel stops and
destination airports by either the POC or PIC.
5.10.5 Airport diversions are at the sole discretion of the PIC and will
be communicated to the SOF upon arrival at the diversion
airport.
5.10.6 Approved Airports:
A. Due to the nature of traveling to and from competition,
flight teams are authorized to land at airports meeting
the following criteria regardless of 8.1.5:
1. Be regularly attended
2. Have the appropriate services for aircraft type
3. Have snow removal equipment (winter)
4. 3,000 foot runway
B. The determination of airport suitability will be the
responsibility of the PIC.
C. MOD and/or SOF approval is not required for airport
approval.
5.10.7 Weather Minimums:
A. Transit flight weather minimums as per SP&P.
B. Contest flights as per sanctioning body policies.
5.10.8 Approved Pilot in Command:
A. A pilot in command (PIC) will be designated prior to each
flight or leg of flight.
B. For all transit flights to and from flying team events, the
PIC must be appropriately rated for the aircraft and have
satisfactorily completed a UND standardization flight for
that aircraft.
C. PIC currency as per current SP&P.
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5.11
Airplane Single-Engine Sea - Limitations
5.11.1 Maximum Reported Wind/Wave Height:
A. 16 knots total wind (water operations)
B. 1 foot maximum wave height (water operations)
C. 25 knots total wind (for flights that do not include water
operations)
5.11.2 Maximum Crosswind:
A. 11 knots – land operations
B. 5 knots – water operations
5.11.3 Survival Equipment:
A. A life preserver must be worn during all flights involving
water operations.
5.11.4 Minimum Temperature:
A. A minimum surface temperature of 2°C (35°F) is required
to conduct water operations.
B. Water operations shall not be conducted when the PIC
can reasonably assume freezing temperatures at selected
cruise altitude.
5.11.5 Weekend Operations (Memorial Day through Labor Day):
A. Water operations involving multiple takeoffs and landings
and high speed/power setting must be avoided when a
high amount of boat traffic is present. This includes step
taxi/turns and plow turns.
B. Due to size, South Golden Lake must not be utilized for
weekend operations.
5.12
Decathlon Limitations
5.12.1 Aircraft utilizing the aerobatic practice areas L and J will
continue to utilize Approach Departure Control 132.3.
5.12.2 Unless otherwise directed by ATC, all training takeoffs
and landings must be stop and go or full stop/taxi back if
conducted for:
A. Check out in a tailwheel.
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5.12.3 The following airports/runways are closed to normal UND
airplane operations:
A. Crookston, Runway 06-24, except for Top Cubs and
Decathlons.
B. Minto, except for Top Cubs and Decathlons.
C. Detroit Lakes, Runway 17-35.
5.12.4 Decathlon Temperature Limitations:
A. Aerobatic flight in the Decathlon is prohibited below -9°C
(15°F).
B. All flights, including spin flights, are prohibited in the
Decathlon below -15°C (5°F).
5.12.5 Wind Limits:
A. Tailwheel Aircraft:
PIC
Less than 50
hours
50-100
hours
Greater than
100 hours
Maximum
15 knots
20 knots
25 knots
50% of max
Crosswind demonstrated
75% of max
Max
demonstrated demonstrated
Applies to All Fixed-Wing Aircraft:
NOTE: When taking off and landing on ice-covered runways
(braking action reported POOR), the crosswind component
must not exceed 50 percent of the aircraft’s demonstrated
crosswind component.
5.12.6 Aerobatic Weather Minimums:
A. Must have 4,000 foot ceiling/5 miles visibility reported at
GFK.
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SECTION 6: WEATHER LIMITATIONS AND MINIMUMS
6.1
Temperature and Wind Chill Limitations
6.1.1
Temperature Limitations - Fixed Wing:
Below -23°C
Below -32°C
(-10°F) - Dual Only
(-25°F) - No Fly
For limitations based on wind chill, see chart on page 6-2.
6.1.2
The approved local airports after sunset during the winter
when the surface temperature is below -18°C (0°F) are:
Crookston, MN (CKN)
Thief River Falls, MN (TVF)
6.1.3
Decathlon Temperature Limitations:
A. Aerobatic flight in the Decathlon is prohibited below
-9°C (15°F).
B. All flights, including spin flights, are prohibited in the
Decathlon below -15°C (5°F).
6.1.4
Seaplane Temperature Limitations:
A. A minimum surface temperature of 2°C (35°F) is required
to conduct water operations.
B. Water operations will not be conducted when the PIC can
reasonably assume freezing temperatures at selected
cruise altitude.
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KTS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
MPH
1.2
2.3
3.5
4.6
5.8
6.9
8.1
9.2
10.4
11.5
12.7
13.8
15.0
16.1
17.3
18.4
19.6
20.7
21.9
23.0
24.2
25.3
26.5
27.6
28.8
29.9
31.1
32.2
33.4
34.5
35.7
36.8
38.0
39.1
40.3
°C
°F
-17.0
1.4
0.7
-3.6
-6.2
-8.3
-9.9
-11.3
-12.5
-13.5
-14.5
-15.3
-16.1
-16.9
-17.6
-18.2
-18.8
-19.4
-20.0
-20.5
-21.0
-21.4
-21.9
-22.3
-22.8
-23.2
-23.6
-23.9
-24.3
-24.7
-25.0
-25.3
-25.7
-26.0
-26.3
-26.6
-26.9
-16.0
3.2
2.6
-1.6
-4.2
-6.2
-7.8
-9.1
-10.3
-11.3
-12.2
-13.1
-13.9
-14.6
-15.3
-15.9
-16.5
-17.1
-17.6
-18.1
-18.6
-19.1
-19.5
-19.9
-20.3
-20.7
-21.1
-21.5
-21.8
-22.2
-22.5
-22.9
-23.2
-23.5
-23.8
-24.1
-24.4
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-3.1
-7.5
-10.4
-12.5
-14.2
-15.6
-16.9
-18.0
-19.0
-19.9
-20.7
-21.5
-22.2
-22.9
-23.5
-24.1
-24.7
-25.2
-25.7
-26.2
-26.7
-27.2
-27.6
-28.0
-28.4
-28.8
-29.2
-29.6
-29.9
-30.3
-30.6
-31.0
-31.3
-31.6
-31.9
-5.1
-9.5
-12.4
-14.6
-16.3
-17.8
-19.0
-20.2
-21.2
-22.1
-23.0
-23.8
-24.5
-25.2
-25.8
-26.4
-27.0
-27.6
-28.1
-28.6
-29.1
-29.6
-30.0
-30.4
-30.9
-31.3
-31.7
-32.0
-32.4
-32.8
-33.1
-33.4
-33.8
-34.1
-34.4
-20.0
-4.0
-7.0
-11.5
-14.5
-16.7
-18.4
-19.9
-21.2
-22.4
-23.4
-24.4
-25.2
-26.0
-26.8
-27.5
-28.2
-28.8
-29.4
-29.9
-30.5
-31.0
-31.5
-32.0
-32.4
-32.9
-33.3
-33.7
-34.1
-34.5
-34.9
-35.2
-35.6
-35.9
-36.3
-36.6
-36.9
-21.0
-5.8
-8.9
-13.5
-16.5
-18.8
-20.6
-22.1
-23.4
-24.6
-25.7
-26.6
-27.5
-28.3
-29.1
-29.8
-30.5
-31.1
-31.7
-32.3
-32.9
-33.4
-33.9
-34.4
-34.8
-35.3
-35.7
-36.2
-36.6
-37.0
-37.3
-37.7
-38.1
-38.4
-38.8
-39.1
-39.4
-22.0
-7.6
-10.8
-15.5
-18.6
-20.9
-22.7
-24.3
-25.6
-26.8
-27.9
-28.9
-29.8
-30.6
-31.4
-32.1
-32.8
-33.5
-34.1
-34.7
-35.2
-35.8
-36.3
-36.8
-37.3
-37.7
-38.2
-38.6
-39.0
-39.4
-39.8
-40.2
-40.6
-40.9
-41.3
-41.6
-41.9
-23.0
-9.4
-14.6
-19.5
-22.7
-25.1
-27.0
-28.6
-30.0
-31.3
-32.4
-33.4
-34.3
-35.2
-36.0
-36.8
-37.5
-38.2
-38.8
-39.4
-40.0
-40.6
-41.1
-41.6
-42.1
-42.6
-43.0
-43.5
-43.9
-44.3
-44.7
-45.1
-45.5
-45.9
-46.2
-46.6
-46.9
-25.0
-13.0
NO FLY
-12.7
-17.5
-20.6
-23.0
-24.9
-26.4
-27.8
-29.0
-30.1
-31.1
-32.1
-32.9
-33.7
-34.5
-35.2
-35.8
-36.5
-37.0
-37.6
-38.2
-38.7
-39.2
-39.7
-40.2
-40.6
-41.0
-41.5
-41.9
-42.3
-42.7
-43.0
-43.4
-43.8
-44.1
-44.4
-24.0
-11.2
-16.5
-21.5
-24.8
-27.2
-29.1
-30.8
-32.2
-33.5
-34.6
-35.7
-36.6
-37.5
-38.3
-39.1
-39.8
-40.5
-41.2
-41.8
-42.4
-42.9
-43.5
-44.0
-44.5
-45.0
-45.5
-45.9
-46.4
-46.8
-47.2
-47.6
-48.0
-48.4
-48.7
-49.1
-49.5
-26.0
-14.8
TEMPERATURES DISPLAYED IN DEGREES F
-19.0
-2.2
DUAL ONLY
-1.2
-5.6
-8.3
-10.4
-12.0
-13.4
-14.7
-15.7
-16.7
-17.6
-18.4
-19.2
-19.9
-20.5
-21.2
-21.8
-22.3
-22.8
-23.3
-23.8
-24.3
-24.7
-25.2
-25.6
-26.0
-26.4
-26.7
-27.1
-27.5
-27.8
-28.1
-28.5
-28.8
-29.1
-29.4
-18.0
-0.4
-18.4
-23.5
-26.8
-29.3
-31.3
-32.9
-34.4
-35.7
-36.9
-37.9
-38.9
-39.8
-40.6
-41.4
-42.2
-42.9
-43.5
-44.2
-44.8
-45.3
-45.9
-46.4
-46.9
-47.4
-47.9
-48.4
-48.8
-49.3
-49.7
-50.1
-50.5
-50.9
-51.2
-51.6
-52.0
-27.0
-16.6
-20.3
-25.5
-28.9
-31.4
-33.4
-35.1
-36.6
-37.9
-39.1
-40.2
-41.2
-42.1
-42.9
-43.7
-44.5
-45.2
-45.9
-46.5
-47.1
-47.7
-48.3
-48.8
-49.4
-49.9
-50.3
-50.8
-51.3
-51.7
-52.1
-52.6
-53.0
-53.4
-53.7
-54.1
-54.5
-28.0
-18.4
-22.2
-27.5
-30.9
-33.5
-35.5
-37.3
-38.8
-40.1
-41.3
-42.4
-43.4
-44.4
-45.2
-46.1
-46.8
-47.5
-48.2
-48.9
-49.5
-50.1
-50.7
-51.2
-51.8
-52.3
-52.8
-53.3
-53.7
-54.2
-54.6
-55.0
-55.4
-55.8
-56.2
-56.6
-57.0
-29.0
-20.2
FIXED WING WINDCHILL CHART LIMITATIONS
-24.1
-29.5
-33.0
-35.6
-37.7
-39.4
-41.0
-42.3
-43.6
-44.7
-45.7
-46.7
-47.5
-48.4
-49.2
-49.9
-50.6
-51.3
-51.9
-52.5
-53.1
-53.7
-54.2
-54.7
-55.2
-55.7
-56.2
-56.6
-57.1
-57.5
-57.9
-58.3
-58.7
-59.1
-59.5
-30.0
-22.0
-26.0
-31.5
-35.0
-37.7
-39.8
-41.6
-43.2
-44.6
-45.8
-46.9
-48.0
-48.9
-49.8
-50.7
-51.5
-52.2
-52.9
-53.6
-54.3
-54.9
-55.5
-56.1
-56.6
-57.1
-57.7
-58.1
-58.6
-59.1
-59.5
-60.0
-60.4
-60.8
-61.2
-61.6
-62.0
-31.0
-23.8
-27.9
-33.5
-37.1
-39.8
-41.9
-43.8
-45.4
-46.8
-48.0
-49.2
-50.3
-51.2
-52.1
-53.0
-53.8
-54.6
-55.3
-56.0
-56.7
-57.3
-57.9
-58.5
-59.0
-59.6
-60.1
-60.6
-61.1
-61.6
-62.0
-62.5
-62.9
-63.3
-63.7
-64.1
-64.5
-32.0
-25.6
Flight Operations
Safety Policies and Procedures
Airplane
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January 2021
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6.2
Weather Minimums
6.2.1
Weather Minimum Waivers: Weather minimums may be
waived under special circumstances at the discretion of
the Chief Flight Instructor or MOD provided a Safety Risk
Assessment (SRA) of the exception has been performed and
communicated to appropriate departments, and the exception
does not supersede any regulatory requirements.
6.2.2
Special VFR: Planned special VFR is not authorized for solo
flights.
6.2.3
Wind Limits:
A. Tailwheel Aircraft:
PIC
Less than 50
hours
50-100
hours
Greater than
100 hours
Maximum
15 knots
20 knots
25 knots
50% of max
75% of max
Max
Crosswind
demonstrated demonstrated demonstrated
B. Cessna Aircraft:
1. 25 knots total wind component
2. 20 knot crosswind with 10° or less flaps,
15 knot crosswind with greater than 10° of flaps
C. Archer and Seminole:
1. 30 knots total wind component
2. 25 knots crosswind component
D. Turbine Airplane:
1. 45 knots total wind component
2. 25 knots crosswind component
E. Seaplane:
1. 25 knots total wind component for land operations
2. 16 knots total wind component for water operations
3. 11 knots crosswind component for land operations
4. 5 knots crosswind component for water operations
Applies to All Fixed-Wing Aircraft:
NOTE: The maximum allowable wind and crosswind velocity
is dependent upon pilot capabilities as well as airplane
limitations.
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NOTE: Wind limits are based upon sustained winds and
gust factor. Peak wind, reported in the remarks section of
a METAR, is not considered to be a primary reference for
setting flight restrictions.
NOTE: When taking off and landing on ice-covered runways
(braking action reported POOR), the crosswind component
must not exceed 50 percent of the aircraft’s demonstrated
crosswind component.
NOTE: For solo flight, each student logbook must contain a
wind endorsement and a maximum crosswind endorsement,
which is valid for 90 days.
6.2.4
Apron/Taxiway/Runway Conditions:
A. Fixed-wing operations cease whenever any of these
surfaces are reported to have:
1. 1/2 inch standing water
2. 3/4 inches of slush or snow (3.5 inches for King Air
aircraft only)
3. Braking action reported NIL or the Runway Condition
Code (RwyCC) is 0.
B. Solo fixed-wing flights cease when the active runway
braking action is reported as POOR or the RwyCC is 1
or less.
RwyCC
Braking Action
6
N/A
5
Good
4
Good to Medium
3
Medium
2
Medium to Poor
1
Poor
0
Nil
For Grand Forks airport runway surface conditions, check
Field Condition (FICON) Notices to Airmen (NOTAMs).
6.2.5
Thunderstorms:
A. Flights will not dispatch through or near thunderstorms.
Takeoffs, approaches, and landings must not be attempted
when thunderstorms are near the airport unless the
runway and flight path are clear of the thunderstorm and
associated gust front.
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B. The following minimum distance must be maintained from
the cells:
1. 5 miles when flying below 10,000 feet MSL
2. 10 miles when flying between 10,000 feet MSL
and FL 250
3. 20 miles when flying at or above FL 250
6.2.6
Icing Conditions:
A. No pilot may take off in an aircraft and fly into clouds or
precipitation any time conditions are such that frost, ice,
or snow may reasonably be expected to adhere to the
aircraft, unless the aircraft is certified for flight into known
icing conditions with appropriate equipment installed and
operable.
B. In clouds and precipitation, except as provided in B.2. of
this section, the forecast of icing conditions is sufficient to
determine that icing does exist regardless of the number
of PIREPS reporting negative ice.
1. Flight into clouds is prohibited when temperatures are
at or below 0°C. If extremely cold temperatures exist,
the MOD/SOF will set restrictions accordingly based
on current and forecasted weather conditions.
2. If dry snow is present: This chart is a guide to help
the SOF/MOD set the flight restrictions when snow
is present and assist a pilot in decision making when
snow conditions are encountered in flight.
Temperature where
aircraft is planning to
operate (OAT)
Cloud Clearances
Flight through Snow
(intensities based on
visibility)
0°C to -4°C
≥500’ below clouds
Prohibited
-5° to -9°C
≥500’ below clouds
≥5SM visibility1
-10°C or colder
≥500’ below clouds
Dependent on snow
intensities1
Snow intensities are defined by visibility. Both observed and reported visibilities,
along with all other available weather products will be used to assist the MOD/
SOF in determining the flight restrictions when temperatures are colder than -4˚C.
1
NOTE: The MOD/SOF and PIC must use all available
resources in determining icing.
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Flight Operations
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C. The PIC holds the responsibility for determining icing
conditions using all available resources prior to and
during flight.
D. If inadvertent flight into icing conditions occurs, the PIC
must exit the conditions immediately.
E. Weather products to be used: PIREPS, CIP/FIP, METAR/
TAF, Radar, AIRMET/SIGMET, Winds Aloft, Field
Observations, etc.
F. The term “known ice” involves the situation where ice
formation is actually detected or observed.
G. “Known icing conditions” involves the circumstances
where a reasonable pilot would expect a substantial
likelihood of ice formation on the aircraft based upon all
information available to that pilot.
6.3
Local Weather Minimums (Dual)
6.3.1
Reciprocating Airplanes:
A. VFR:
1. Day: As per FAR 91
2. Night: As per FAR 91
B. IFR:
1. Day: Published landing minimums
2. Night: 200 feet and 1/2 mile respectively ABOVE
the published landing minimums
6.3.2
Turbine Airplanes:
A. VFR:
1. Day/Night: As per FAR 91
B. IFR:
1. Day/Night: Published IFR minimums
C. Less than 50 hours in type:
1. 200 foot ceiling and 1/2 mile respectively ABOVE
the published landing minimum.
2. In addition, when wind conditions are above 35
knots total wind, takeoff and landing shall only be
conducted by the PIC.
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January 2021
Flight Operations
Safety Policies and Procedures
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6.3.3
Aerobatic Weather Minimums:
A. Must have 4,000 foot ceiling/5 miles visibility reported at
GFK.
B. Spin training flights are prohibited at night.
6.4
Local Weather Minimums (Solo)
6.4.1
Student Pilots:
A. Traffic Pattern: 1,400 foot ceiling/5 miles visibility
B. Local Flights: 2,100 foot ceiling/7 miles visibility
C. Wind Limit:
1. Each student’s logbook must contain a wind
endorsement not to exceed 15 knots along
with a crosswind limit not to exceed 10 knots.
2. This endorsement is valid for 90 days.
NOTE: The maximum allowable wind and crosswind
velocity is dependent upon pilot capabilities as well as
airplane limitations.
D. The SOF will not sign off any student pilot for local solos.
6.4.2
Private Pilots:
A. Traffic Pattern:
1. Day/Night: 1,400 foot ceiling/3 miles visibility
B. Local Flights:
1. Day: 2,100 foot ceiling/5 miles visibility
2. Night: 2,100 foot ceiling/7 miles visibility
C. Wind Limit:
1. Each student’s logbook must contain a wind
endorsement, which includes crosswind limits.
2. This endorsement is valid for 90 days.
6.4.3
Commercial Pilots:
A. Traffic Pattern:
1. Day: 1,400 foot ceiling/3 miles visibility
2. Night: 1,400 foot ceiling/5 miles visibility
B. Local Flights:
1. Day: 2,100 foot ceiling/5 miles visibility
2. Night: 2,100 foot ceiling/7 miles visibility
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Flight Operations
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C. Wind Limit:
1. Each student’s logbook must contain a wind
endorsement which includes crosswind limits.
2. This endorsement is valid for 90 days.
6.5
Cross-Country Weather Minimums (Dual)
6.5.1
Reciprocating Airplanes:
A. VFR:
1. Day: As per FAR 91
2. Night: 2,500 foot ceiling/5 miles visibility
B. IFR:
1. Day: Published IFR landing minimums
2. Night: 200 feet and 1/2 mile respectively ABOVE
the published landing minimums
6.5.2
Turbine Airplanes:
A. VFR:
1. Day: As per FAR 91
2. Night: 2,500 foot ceiling/5 miles visibility
B. IFR:
1. Day/Night: Published IFR minimums
C. Less than 50 hours in type:
1. 200 foot ceiling and 1/2 mile respectively ABOVE
the published landing minimums
2. In addition, when wind conditions are above
35 knots total wind, takeoff and landing shall only
be conducted by the PIC.
6.6
Cross-Country Weather Minimums (Solo)
6.6.1
Solo flights shall cease when the active runway braking
action is reported as POOR or MU value is 29 or less.
(Reference 6.2.4)
6.6.2
Student Pilots:
A. Day: 3,000 foot ceiling/7 miles visibility
B. Night: Not authorized
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Flight Operations
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C. Wind Limit:
1. Each student’s logbook must contain a wind
endorsement not to exceed 15 knots along
with a crosswind limit not to exceed 10 knots.
2. This endorsement is valid for 90 days.
NOTE: The maximum allowable wind and crosswind velocity
is dependent upon pilot capabilities as well as airplane
limitations.
6.6.3
Private Pilots or Student Pilots that have satisfactorily
completed the UND Private Pilot Airplane - SEL Certificate
Course:
A. Day: 2,100 foot ceiling/5 miles visibility
B. Night: 6,000 foot ceiling/10 miles visibility
C. Wind Limit:
1. Each student’s logbook must contain a wind
endorsement that includes crosswind limits.
2. This endorsement is valid for 90 days.
6.6.4
Commercial Pilots:
A. Day: 2,100 foot ceiling/3 miles visibility
B. Night: 6,000 foot ceiling/10 miles visibility
C. Wind Limit:
1. Each student’s logbook must contain a wind
endorsement that includes crosswind limits.
2. This endorsement is valid for 90 days.
6.7
Sign-Off Procedures
6.7.1
Unless previously coordinated with another instructor,
students must be signed off by their assigned instructor.
6.7.2
Instructors can only endorse and authorize the cross-country
on the day of the flight and only after all flight planning is
completed.
6.7.3
An instructor must turn the student’s solo cross-country
request form in to the SOF. The SOF will not sign off any solo
cross-country requests.
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January 2021
Flight Operations
Safety Policies and Procedures
Airplane
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January 2021
Flight Operations
Safety Policies and Procedures
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SECTION 7: LOCAL AREA OPERATIONS
7.1
Standard Taxi Clearances
7.1.1
Standard Taxi Clearance to Runway 35L
from Bravo Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 35L, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 35L
C. Route:
1. Taxiway B1
2. Turn left on Taxiway B
3. Conduct run-up in the UND run-up area, and
hold short Taxiway A
4. When advised by Ground Control, continue taxi and
turn left Taxiway A
5. Turn right on Taxiway A5
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
U
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
B
RUNWAY 35L
FROM
BRAVO
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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January 2021
Flight Operations
Safety Policies and Procedures
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7.1.2
Standard Taxi Clearance to Runway 17R
from Bravo Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 17R, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 17R
C. Route:
1. Taxiway B1
2. Turn left on Taxiway B
3. Conduct run-up in the UND run-up area, and
hold short Taxiway A
4. When advised by Ground Control, continue taxi and
turn right Taxiway A
5. Turn left on Taxiway A1
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
D
Bravo Ramp
A
A3
A
L
P
H
A
C2
35L
C2
EC
A4
A5
B
B
C C
U
C1
C1
Charlie
Ramp
R
A
M
P
A
C
B
B
RUNWAY 17R
FROM
BRAVO
C3
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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January 2021
Flight Operations
Safety Policies and Procedures
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7.1.3
Standard Taxi Clearance to Runway 35R
from Bravo Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 35R, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 35R
C. Route:
1. Taxiway C2
2. DO NOT ENTER TAXIWAY E
Continue on Taxiway C2 to Taxiway C
3. Turn right on Taxiway C
4. Turn left on Taxiway C3
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
U
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
B
RUNWAY 35R
FROM
BRAVO
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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(701) 777-4740
7-3
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.1.4
Standard Taxi Clearance to Runway 17L
from Bravo Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 17L, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 17L
C. Route:
1. Taxiway U
2. Turn right on Taxiway B
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
U
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
B
RUNWAY 17L
FROM
BRAVO
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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(701) 777-4740
7-4
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.1.5
Standard Taxi Clearance to Runway 27R
from Bravo Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 27R, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 27R
C. Route:
1. Taxiway U
2. Turn right on Taxiway B
3. Turn left on Taxiway C
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
U
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
B
RUNWAY 27R
FROM
BRAVO
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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(701) 777-4740
7-5
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.1.6
Standard Taxi Clearance to Runway 9L
from Bravo Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 9L, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 9L
C. Route:
1. Taxiway U
2. Turn left on Taxiway B
3. Conduct run-up in the UND run-up area, and
hold short Taxiway A
4. When advised by Ground Control, continue taxi on
Taxiway B
5. Turn right on Taxiway B2
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B
B1
U
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
RUNWAY 9L
FROM
BRAVO
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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(701) 777-4740
7-6
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.1.7
Standard Taxi Clearance to Runway 35L
from Charlie Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 35L, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 35L
C. Route:
1. Taxiway U
2. Turn left on Taxiway B
3. Conduct run-up in the UND run-up area, and
hold short Taxiway A
4. When advised by Ground Control, continue taxi and
turn left Taxiway A
5. Turn right on Taxiway A5
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
U
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
B
RUNWAY 35L
FROM
CHARLIE
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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7-7
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.1.8
Standard Taxi Clearance to Runway 17R
from Charlie Ramp
A. GFK Ground will say:
SIOUX ##, Runway 17R, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 17R
C. Route:
1. Taxiway U
2. Turn left on Taxiway B
3. Conduct run-up in the UND run-up area, and
hold short Taxiway A
4. When advised by Ground Control, continue taxi and
turn right Taxiway A
5. Turn left on Taxiway A1
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
U
D
Bravo Ramp
A
A3
A
L
P
H
A
C2
35L
C2
EC
A4
A5
B
B
C C
C1
C1
Charlie
Ramp
R
A
M
P
A
C
B
B
RUNWAY 17R
FROM
CHARLIE
C3
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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7-8
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.1.9
Standard Taxi Clearance to Runway 35R
from Charlie Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 35R, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 35R
C. Route:
1. Taxiway C2
2. DO NOT ENTER TAXIWAY E
3. Turn right on Taxiway C
4. Turn left on Taxiway C3
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
U
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
B
RUNWAY 35R
FROM
CHARLIE
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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(701) 777-4740
7-9
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.1.10 Standard Taxi Clearance to Runway 17L
from Charlie Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 17L, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 17L
C. Route:
1. Taxiway U
2. Turn right on Taxiway B
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
U
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
B
RUNWAY 17L
FROM
CHARLIE
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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(701) 777-4740
7-10
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.1.11 Standard Taxi Clearance to Runway 27R
from Charlie Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 27R, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 27R
C. Route:
1. Taxiway U
2. Turn right on Taxiway B
3. Turn left on Taxiway C
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
U
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
B
RUNWAY 27R
FROM
CHARLIE
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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(701) 777-4740
7-11
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.1.12 Standard Taxi Clearance to Runway 9L
from Charlie Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 9L, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 9L
C. Route:
1. Taxiway U
2. Turn left on Taxiway B
3. Conduct run-up in the UND run-up area, and
hold short Taxiway A
4. When advised by Ground Control, continue taxi on
Taxiway B
5. Turn right on Taxiway B2
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
U
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
B
RUNWAY 9L
FROM
CHARLIE
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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(701) 777-4740
7-12
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.1.13 Standard Taxi Clearance to Runway 9R
from Bravo Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 9R, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 9R
C. Route:
1. Taxiway C2
2. Turn right on Taxiway E
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
U
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
B
RUNWAY 9R
FROM
BRAVO
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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(701) 777-4740
7-13
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.1.14 Standard Taxi Clearance to Runway 9R
from Charlie Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 9R, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 9R
C. Route:
1. Taxiway C2
2. Turn right on Taxiway E
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
U
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
B
RUNWAY 9R
FROM
CHARLIE
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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7-14
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.1.15 Standard Taxi Clearance to Runway 27L
from Bravo Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 27L, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 27L
C. Route:
1. Taxiway C1
2. Turn right on Taxiway C
3. Conduct run-up in the UND run-up area, and
hold short Taxiway S
4. Once run-up is complete, advise Ground Control
5. When advised by Ground Control, continue taxi and
turn left Taxiway S
6. Turn right on Taxiway S1
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
U
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
B
RUNWAY 27L
FROM
BRAVO
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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7-15
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.1.16 Standard Taxi Clearance to Runway 27L
from Charlie Ramp:
A. GFK Ground will say:
SIOUX ##, Runway 27L, Standard Taxi
B. UND aircraft will read back:
SIOUX ##, Taxi Runway 27L
C. Route:
1. Taxiway C1
2. Turn right on Taxiway C
3. Conduct run-up in the UND run-up area, and
hold short Taxiway S
4. Once run-up is complete, advise Ground Control
5. When advised by Ground Control, continue taxi and
turn left Taxiway S
6. Turn right on Taxiway S1
NOTE: Pilots shall read back all runway assignments and
hold-short instructions.
A1
17R
A
9L
27R
A2
UND RUNUP AREA
B1
D
Bravo Ramp
A
A3
A
L
P
H
A
B
B
C C
U
C1
C1
Charlie
Ramp
R
A
M
P
C2
C2
EC
A4
A
C
B
B
RUNWAY 27L
FROM
CHARLIE
C3
35L
A5
35R
EC
S
E
S
S2 S2
S
S1
9R
27L
B
17L
B2
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7-16
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.2
Grand Forks Traffic Pattern Operations
7.2.1
Closed traffic in Grand Forks during daylight hours is limited
to:
A. Stage check flight
B. Dual or solo flights assigned practice area Victor or Bravo
C. ATC solicits closed traffic prior to departure from GFK
7.3
VMC Departure Procedures at GFK
7.3.1
Once the initial climbout has been completed and after
receiving a frequency change, contact Departure. Upon
reaching the assigned practice area, inform ATC of this and
change to the appropriate practice area frequency. (Reference
4.3.1)
7.3.2
Departing Runways 17L/35R, 17R/35L, 9L/27R, and 9R/27L:
A. Standard VFR Departure Procedure: Initially climb
extended runway centerline to 2,500 feet MSL, then
initiate a 30° heading change away from the center
of the airport, and continue climb to 3,500 feet MSL.
After reaching 3,500 feet MSL, proceed directly to the
assigned practice area unless otherwise instructed by
ATC.
B. If Tower or Departure assigns “proceed on course” or
“start your turn” then start your turn, as this is required for
traffic avoidance.
C. Low VFR contingency statement: Fly extended runway
centerline until exiting the GFK Class D airspace, then
proceed on course.
NOTE: If departing 9R/L, continue on runway centerline
until east of Grand Forks City.
NOTE: If departing 27R/L, request “Low VFR Departure”
from Ground Control, and follow ATC departure
instructions.
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7-17
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
Example:
Maintain 35R extended runway centerline (RCL) until
2,500 feet MSL, then turn right 30° until 3,500 feet MSL.
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7-18
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
Example:
Maintain 17L extended runway centerline (RCL) until
2,500 feet MSL, then turn left 30° until 3,500 feet MSL.
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7-19
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.4
Practice Area Boundary Definitions
(Refer to Section 4.3 for practice area frequencies
and procedures)
7.4.1
Warren Practice Area - A (122.85):
A. Boundaries:
North: East-West drainage canal running approximately
2 miles North of Warren
South: East-West blacktop road running through
Tabor and Angus
East:
North-South blacktop road running through
Radium
West:
North-South blacktop road running through
Alvarado
B. For landing practice, use the WARREN airport.
C. Aircraft maneuvering within the practice area should
maintain at or below 5,000 feet MSL.
D. During daylight hours, this practice area is limited to
flight courses 101, 102, and 112.
7.4.2
Grand Forks Practice Area - B (122.85):
A. Boundaries:
North: East-West blacktop road running through
Tabor and Angus
South: East-West blacktop road running east out of
East Grand Forks (east from the Sugar Beet
Plant)
East:
North-South road 16.8 miles east of the 12 mile
DME arc on the north to 12.6 miles from the
14 mile DME arc on the south
West:
12 mile DME arc adjoining the north boundary
to the 14 mile DME arc adjoining the south
boundary
B. For landing practice, use the GRAND FORKS airport.
C. Aircraft should maneuver at or below 5,000 feet MSL
within the practice area.
D. During daylight hours, this practice area is limited to
flight courses 101, 102, and 112.
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7-20
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.4.3
Crookston Practice Area - C (122.75):
A. Boundaries:
North: Road just south of Crookston headed west
(from the Sugar Beet Plant)
South: East/West road out of Climax
East:
Railroad tracks running southeast out of
Crookston through Harold
West: North/South road paralleling Red River
B. For landing practice, use the CROOKSTON airport.
C. Crookston Flyway: The Crookston Flyway is primarily
used for IFR aircraft traveling back and forth between
GFK and Crookston.
VMC aircraft may use the flyway to “RETURN” from CKN
to GFK provided they remain below 2,500 feet MSL. No
VMC maneuvers are to be done in the flyway. VMC aircraft
should stay on Grand Forks Approach Control while in the
flyway until a frequency change is required.
Avoid overflying Grand Forks below 2,500 feet MSL.
D. During daylight hours, this practice area is limited to
flight courses 101, 102, and 112.
7.4.4
Thief River Falls Practice Area - D (122.85):
A. Boundaries:
North: 10 mile stretch of road running west from
Newfolden
South: Road running west out of St. Hazel
East:
Railroad track running southeast from
Newfolden to Hazel.
West:
Blacktop road through Radium from northern
to southern border
B. For landing practice, use the THIEF RIVER FALLS
airport.
C. Departing GFK for the area, weather permitting,
remain at 5,500 feet MSL.
D. Returning to GFK from the area, weather permitting,
remain at or above 6,500 feet MSL.
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7-21
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
7.4.5
Red Lake Falls Practice Area - E (122.85):
A. Boundaries:
North: Road running west out of Hazel to West border
South: US 2 east then road continuing to eastern border
East:
From Hazel south to Plummer following the
railroad tracks to south border
West: HWY 75 through Crookston
B. For landing practice, use the RED LAKE FALLS or
THIEF RIVER FALLS airport as appropriate.
7.4.6
Fordville Practice Area - F (122.85):
CAUTION: ALL AIRCRAFT MUST CONTACT APPROACH
CONTROL ON 132.3 PRIOR TO CROSSING THE AIR
FORCE BASE. A MINIMUM ALTITUDE OF 3,400 FEET MSL
WILL BE MAINTAINED, WEATHER PERMITTING.
CAUTION: AVOID THE AEROBATIC AREA (L) WHEN
ABOVE 3,500 FEET MSL.
A. Boundaries:
North: East/West road through Fordville
South: East/West Highway 2
East:
North/South road east of Orr and Inkster
West: North/South road running out of Niagra
B. Landings can be done at any satellite airport west of
GFK.
C. Departing GFK for the area, weather permitting,
remain at or above 4,500 feet MSL.
D. Returning to GFK from the area, weather permitting,
come back at 3,500 feet MSL.
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7.4.7
Northwood Practice Area - G (122.75):
CAUTION: AVOID THE AEROBATIC AREA (J) WHEN
ABOVE 3,500 FEET MSL.
A. Boundaries:
North: East/West road north of Northwood
South: Highway 200 east out of Finley to Highway 18
East:
Highway 18 north to the north boundary
West: Road running north out of Finley
B. For landing practice, use the NORTHWOOD airport.
7.4.8
Hillsboro Practice Area - H (122.75):
A. Boundaries:
North: Road through Reynolds
South: Road south edge of Hillsboro Airport
East:
Red River
West: Interstate 29
B. For landing practice, use the HILLSBORO airport.
7.4.9
Mayville Practice Area - I (122.75):
CAUTION: AVOID THE AEROBATIC AREA (J) WHEN
ABOVE 3,500 feet MSL.
A. Boundaries:
North: Road through Reynolds
South: Highway 200 from western border
to Interstate 29
East:
Interstate 29
West: Road south from Hatton to Highway 200
B. For landing practice, use the MAYVILLE airport.
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7.4.10 Aerobatic Area - J (3,500 feet MSL - 7,000 feet MSL) (122.75):
CAUTION: AVOID CROSSING THE EXTENDED
CENTERLINES OF THE GFK AND GFAFB RUNWAYS.
A. Boundaries:
North: East-West road running through Merrifield,
to the high tension power line, SW along
power line to west line
South: East-West road running through Reynolds
East:
North-South section line 4 miles east of the
North-South road running through Emerado
West:
North-South section line 1 mile east of the
North-South road running through Emerado
7.4.11 Larimore Practice Area - K (122.75):
CAUTION: ALL AIRCRAFT MUST CONTACT APPROACH
CONTROL ON 132.3 PRIOR TO CROSSING THE AIR
FORCE BASE. A MINIMUM ALTITUDE OF 3,400 FEET MSL
MUST BE MAINTAINED, WEATHER PERMITTING.
CAUTION: AVOID THE AEROBATIC AREA (J) WHEN
ABOVE 3,500 FEET MSL.
A. Boundaries:
North: East-West Highway 2 approximately 2 miles
north of Larimore
South: East-West Highway just north of Northwood
East:
North-South railroad tracks running from
Larimore to Northwood
West:
North-South blacktop road just west of the
Morten airstrip from southern border to Niagra
B. Departing GFK for the area, weather permitting,
out at or above 4,500 feet MSL.
C. Returning to GFK from the area, weather permitting,
come back at 3,500 feet MSL.
D. For landing practice, use the LARIMORE airport.
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7.4.12 Aerobatic Area - L (3,500 feet MSL - 7,000 feet MSL) (122.85):
CAUTION: AVOID CROSSING THE EXTENDED
CENTERLINES OF THE GFK AND GFAFB RUNWAYS.
A. Boundaries:
North: East-West railroad tracks running through
Ardoch
South: East-West deviation of the North-South road
running north from GFAFB
East:
North-South power line running East of Ardoch
and west of Manvel
West:
The portion of the North-South road running
north from GFAFB that is north of the East-West
deviation
NOTE: This is a rectangular block of airspace approximately
3 miles wide and 6 miles long directly south of Lake Ardoch.
7.4.13 Grafton Practice Area - M (122.85):
CAUTION: AVOID THE AEROBATIC AREA (L) ABOVE
3,500 FEET MSL.
A. Boundaries:
North: Road through Grafton
South: Road through Ardoch
East:
Red River
West:
Road North from Forest River through
Veseleyville
B. For landing practice, use the GRAFTON airport.
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7.4.14 Park River Practice Area - N (122.85):
CAUTION: AVOID THE AEROBATIC AREA (L) WHEN
ABOVE 3,500 FEET MSL.
A. Boundaries:
North: Road through Park River
South: Road through Ardoch to Fordville
East:
Road north from Forest River through
Veseleyville
West:
Road 3 miles west of Park River running South
to Fordville
B. For landing practice, use the PARK RIVER airport.
7.4.15 Stephen Practice Area - O (122.85):
A. Boundaries:
North: Red River east to Florian
South: From Radium west to Red River
East:
From Florian south to Radium
West: Red River north to road out of Stephen
B. For landing practice, use the STEPHEN airport.
7.4.16 Fertile Practice Area - P (122.75):
A. Boundaries:
North: Climax east to railroad track out of Crookston
South: From Red River east to Gary
East:
From Gary north to Fertile then railroad track to
North Border
West: Red River
B. For landing practice, use the FERTILE airport.
C. Departing GFK for the area, weather permitting;
remain at or above 5,500 feet MSL.
D. Returning to GFK from the area, weather permitting;
follow Red River at or below 4,500 feet MSL.
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7.4.17 Maple Lake Practice Area - Y (122.75):
NOTE: This practice area is for seaplane operations only.
A. Boundaries:
North: US 2 east from Crookston, then road continuing
to eastern border
South: Road between Fertile and Winger
East:
Highway 59 to include 2 NM radius around Oak
Lake east of highway
West:
Highway 102 from Crookston to Fertile
7.5
Grand Forks City Overflight
7.5.1
Aircraft crossing over the city of Grand Forks/East Grand
Forks must maintain an altitude at or above 2,500 feet MSL.
7.5.2
If weather does not permit 2,500 feet MSL overflight, avoid
the city.
7.6
Grand Forks Air Force Base Overflight
7.6.1
Aircraft must maintain an altitude at or above 3,400 feet MSL,
weather permitting, when crossing the GFAFB or the Air Force
Base extended runway centerline within 5 miles of GFAFB.
Contact Grand Forks Approach Control if you are unable to
comply.
7.7
Night Traffic Pattern Operations
7.7.1
Use only lighted runways.
7.7.2
If the aircraft does not possess taxi lights, the landing lights or
recognition lights should be used intermittently while taxiing to
assure that the apron/taxi area is clear.
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7.8
Airplane Feeder Fixes and Reporting Points
7.8.1
Duster and Lagoon: All flights returning from the Northeast
must fly over Duster continuing to and reporting the Northeast
corner of the lagoon.
7.8.2
Billboard and Power Plant: All flights returning from the
Southeast or from the Crookston Airport must fly over Billboard
continuing to and reporting the power plant.
7.8.3
Watergate and Newman: All flights returning from the
Southwest must fly over Watergate continuing to and reporting
Newman.
7.8.4
Kelly Tower and Kelly Farm: All flights returning from the
Northwest must fly over Kelly Tower continuing to and
reporting Kelly Farm.
7.8.5
Airplanes entering via the Southeast and Southwest must be
at 2,500 feet MSL when arriving at Billboard and Watergate.
7.8.6
Airplanes entering via the Southeast and Southwest must be
at 2,100 feet MSL when arriving at power plant and Newman.
7.8.7
Airplanes entering via the Northeast and Northwest must be
at 2,100 feet MSL when arriving at Duster and Kelly Tower.
7.8.8
Airplanes entering via the Northeast and Northwest must be
at 1,600 feet MSL when arriving at Lagoon and Kelly Farm.
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UND REPORTING POINTS
Sector
NW
NE
SW
SE
Name
Radial/DME
Latitude
Longitude
Outer
Kelly Tower
297.8°/4.9 NM
N 48°00.25’
W 97°17.02’
Inner
Kelly Farm
295.6°/2.3 NM
N 47°58.57’
W 97°13.88’
Outer
Duster
062.0°/6.5 NM
N 47°59.53’
W 97°01.83’
Inner
Lagoon
051.1°/2.5 NM
N 47°58.55’
W 97°07.86’
Outer
Watergate
195.8°/8.1 NM
N 47°49.94’
W 97°16.16’
Inner
Newman
195.8°/4.3 NM
N 47°53.36’
W 97°13.82’
Outer
Billboard
139.0°/7.7 NM
N 47°50.77’
W 97°05.08’
Inner
Powerplant
128.1°/4.2 NM
N 47°54.25’
W 97°06.91’
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7.9
Reserved
7.10
Reserved
7.11
Missed Approach Procedures at GFK
7.11.1 All aircraft operating on an IFR clearance conducting practice
approaches at GFK International Airport upon missed
approach must execute a “local climb out” procedure as
follows:
A. Runway 35L in use: Climb to 3,000 feet MSL and turn left
to a heading of 230° unless otherwise instructed by ATC.
B. Runway 17R in use: Climb to 3,000 feet MSL and turn
right to a heading of 310° unless otherwise instructed by
ATC.
C. Runway 27R in use: Climb to 3,000 feet MSL and turn
right to a heading of 030° unless otherwise instructed by
ATC.
D. Runway 9L in use: Climb to 4,000 feet MSL and turn left
to a heading of 050° unless otherwise instructed by ATC.
7.12
UND Local IFR Approach Procedures
7.12.1 Instrument approach procedures to Runway 9L/27R are only
authorized when those are the active approach runways at
GFK and assigned by ATC.
7.12.2 Practice area BRAVO will close to UND VFR aircraft when
Runway 27R IAPs are in use.
7.12.3 When Runway 27R IAPs are in use, IAPs to Runway 13 in
CKN are prohibited.
7.12.4 IFR flights to TVF must file an altitude of 5,000 feet or higher.
7.12.5 IFR flights to TVF and return to GFK must be filed on separate
flight plans.
7.12.6 IFR flights to D37 (Warren, MN) are not authorized.
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7.13
IFR Blocks of Airspace at GFK
7.13.1 All aircraft that request a block of airspace in the GFK local
area should expect an ATC clearance for one of the following
VOR quadrants “as published.” Block altitudes will be assigned
by ATC.
A. Northeast quadrant: GFK VOR radials 0° through 90°
and remain outside of 10 DME and within 20 DME.
B. Southeast quadrant: GFK VOR radials 90° through 180°
and remain outside of 10 DME and within 20 DME.
C. Southwest quadrant: GFK VOR radials 180° through
270° and remain outside of 10 DME and within 20 DME.
D. Northwest quadrant: GFK VOR radials 270° through
360° and remain outside of 10 DME and within 20 DME.
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SECTION 8: CROSS-COUNTRY OPERATIONS
8.1
Cross-Country Planning Procedures
8.1.1
Students will complete navigation logs for all cross-country
flights which will be reviewed and critiqued by the instructor.
8.1.2
Cross-country flights must land with a minimum of 45 minutes
fuel reserve.
8.1.3
Cross-country flights must file and activate a flight plan using
the Sioux call sign.
8.1.4
The appropriate cross-country request form must be
completed and approved by a flight instructor or MOD.
8.1.5
Pilots desiring to make a flight to an airport that is not listed
in this section must get prior approval from the MOD. The
airports to be used must meet the following criteria:
A. Be regularly attended
B. Have the appropriate services for aircraft type
C. Have snow removal equipment (winter)
D. 3,000 foot runway
8.1.6
Pilots cannot file IFR or VFR round-robin flight plans.
8.1.7
Students cannot file IFR flight plans during solo operations.
8.1.8
When an aircraft is left unattended at airports other than Grand
Forks, ensure that the doors are locked and it is secured IAW
3.16.
8.1.9
Pilots shall close flight plans after the aircraft is on the airport
ramp or at a safe altitude on the next leg of the cross-country.
8.2
Cross-Country Sign-Off Procedures
8.2.1
Unless previously coordinated with another flight instructor,
students must be signed off by their assigned flight instructor.
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8.2.2
Flight instructors will only endorse and authorize the crosscountry on the day of the flight and only after all flight planning
is completed.
8.2.3
A flight instructor must turn the student’s solo cross-country
request form into the SOF. The SOF will not sign-off any solo
cross-country requests.
8.3
Overnight Cross-Countries
8.3.1
Scheduled student pilot overnight cross-country flights are not
allowed.
8.3.2
While not required by the training course outline, commercial/
instrument students may request overnight cross-countries,
to be approved by the MOD. Since overnight cross-countries
are not required, the student is responsible for all tie down,
hangar, engine preheat, auxiliary power starts, lodging, meals,
aircraft retrieval, and other associated fees.
8.3.3
Overnight cross-countries must advise the SOF of their arrival
at the destination.
8.3.4
Students must also contact the SOF for re-dispatch the
following day (1-800-344-0314 or 1-701-777-7880).
8.4
Route Deviation or Delay
8.4.1
Cross-countries that deviate from the approved route,
or whose flight is delayed, will upon landing contact the SOF
and advise them of the reason for deviation.
All changes in routing will require the SOF’s approval.
(1-800-344-0314 or 1-701-777-7880).
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8.5
Fuel Purchasing
8.5.1
Each fuel receipt must have the following information:
A. N-number of aircraft
B. Student’s name printed
C. Student’s signature
D. Student’s ID number
8.5.2
Should there be any additional charges on these receipts,
other than fuel or oil, please inform Dispatch when you return.
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8.6
Approved Cross-Country Airports for Takeoff and
Landing
NOTE: Local practice area airports are approved for XC
operations.
IDENT
AIRPORT
ILLINOIS
KPWK Chicago Executive
KMDW Chicago Midway
KCMI University of Illinois
KMLI Quad City
IOWA
DSM
Des Moines
KDBQ Dubuque
KFOD Fort Dodge
KSUX Sioux City
ALO
Waterloo
MICHIGAN
KTVC Traverse City
MINNESOTA
LVN
Airlake
AIT
Aitkin
AEL
Albert Lea
AXN
Alexandria
ANE
Anoka
AUM
Austin
BDE
Baudette
BJI
Bemidji *Dual Only*
BRD
Brainerd
COQ
Cloquet
MIC
Crystal
DTL
Detroit Lakes
DLH
Duluth
Y63
Elbow Lake *Dual Only*
EVM
Eveleth
FRM
Fairmont
FFM
Fergus Falls
FCM
Flying Cloud
FSE
Fosston
GPZ
Grand Rapids
HCO
Hallock
HIB
Hibbing
INL
International Falls
21D
Lake Elmo *Dual Only*
MKT
Mankato
MML
Marshall
ULM
New Ulm
OWA
Owatonna
PKD
Park Rapids
RST
Rochester
D39
Sauk Centre
DYT
Sky Harbor *Dual Only*
STC
St. Cloud
STP
St. Paul Downtown
RRT
Warroad
ETH
Wheaton
BDH
Willmar
ONA
Winona
DIST
526
545
610
482
413
431
347
334
381
518
258
165
301
145
234
312
112
94
155
204
234
85
213
127
191
283
108
242
60
155
49
175
155
251
261
217
244
282
106
311
163
221
193
248
94
133
190
325
IDENT
AIRPORT
MONTANA
GDV
Glendive
SDY
Sidney
NORTH DAKOTA
BIS
Bismarck
D09
Bottineau
BWW Bowman
5N8
Casselton
DVL
Devils Lake
DIK
Dickinson
FAR
Fargo
HEI
Hettinger
JMS
Jamestown
K74
Kindred
MOT
Minot
BAC
Valley City
BWP
Wahpeton
XWA
Williston
NEBRASKA
GRI
Grand Island
OMA
Omaha
SOUTH DAKOTA
ABR
Aberdeen
BKX
Brookings
HON
Huron
MHE
Mitchell
PIR
Pierre
RAP
Rapid City
FSD
Sioux Falls
8D3
Sisseton
ATY
Watertown
YKN
Yankton
WISCONSIN
KGRB Austin Straubel
KCWA Central Wisconsin
KMSN Dane County
EAU
Eau Claire
HYR
Sawyer Country
MKE
Milwaukee
MWC Milwaukee - Timmerman
RHI
Rhinelander
STE
Stevens Point
DIST
313
283
161
139
276
66
70
238
63
253
86
78
165
69
105
265
422
402
158
219
218
253
250
339
263
137
182
302
429
365
438
299
261
481
492
346
377
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8.7
Winter Approved Airports for Cross-Country Flights
8.7.1
Due to the hazards associated with winter flying, restrictions
are placed on cross-country flights between November 15
and April 15.
8.7.2
During winter, airports must have snow removal equipment
or have the capability to confirm the condition of the airport
surfaces by various means.
8.7.3
The airport must be regularly attended.
8.7.4
The airport must have S2, S3, or S4 maintenance facilities.
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8.7.5
When Temperatures are -18°C (0°F) and Above. Winter
Approved Cross-Country Airports for Takeoff and Landing Airplane.
NOTE: Local practice area airports are approved for XC
operations.
IDENT
KPWK
KMDW
KCMI
KMLI
KDBQ
KFOD
KSUX
KTVC
LVN
AIT
AEL
AXN
ANE
AUM
BDE
BJI
BRD
COQ
MIC
DTL
DLH
Y63
EVM
FRM
FFM
FCM
GPZ
HCO
HIB
INL
21D
MKT
MML
ULM
OWA
PKD
RST
D39
DYT
STC
STP
RRT
BDH
ONA
AIRPORT
ILLINOIS
Chicago Executive
Chicago Midway
University of Illinois
Quad City
IOWA
Dubuque
Fort Dodge
Sioux City
MICHIGAN
Traverse City
MINNESOTA
Airlake
Aitkin
Albert Lea
Alexandria
Anoka
Austin
Baudette
Bemidji *Dual Only*
Brainerd
Cloquet
Crystal
Detroit Lakes
Duluth
Elbow Lake *Dual Only*
Eveleth
Fairmont
Fergus Falls
Flying Cloud
Grand Rapids
Hallock
Hibbing
International Falls
Lake Elmo *Dual Only*
Mankato
Marshall
New Ulm
Owatonna
Park Rapids
Rochester
Sauk Centre
Sky Harbor *Dual Only*
St. Cloud
St. Paul Downtown
Warroad
Willmar
Winona
IDENT
BIS
D09
DVL
DIK
FAR
JMS
K74
MOT
BAC
BWP
XWA
GRI
OMA
ABR
BKX
HON
MHE
PIR
RAP
FSD
ATY
YKN
KGRB
KCWA
KMSN
EAU
MKE
MWC
RHI
HYR
STE
DSM
ALO
GDV
SDY
AIRPORT
NORTH DAKOTA
Bismarck
Bottineau
Devils Lake
Dickinson
Fargo
Jamestown
Kindred
Minot
Valley City
Wahpeton
Williston
NEBRASKA
Grand Island
Omaha
SOUTH DAKOTA
Aberdeen
Brookings
Huron
Mitchell
Pierre
Rapid City
Sioux Falls
Watertown
Yankton
WISCONSIN
Austin Straubel
Central Wisconsin
Dane County
Eau Claire
Milwaukee
Milwaukee - Timmerman
Rhinelander
Sawyer County
Stevens Point
IOWA
Des Moines
Waterloo
MONTANA
Glendive
Sidney
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8.7.6
When Temperatures are Below -18°C (0°F). Winter Approved
Cross-Country Airports for Takeoff and Landing - Airplane.
NOTE: Local practice airports are approved for XC
operations (reference 6.1.2).
IDENT
AXN
ANE
BJI
BRD
MIC
DLH
FFM
FCM
GPZ
INL
MKT
RST
STC
STP
BIS
DVL
FAR
JMS
MOT
XWA
ABR
RAP
FSD
EAU
8.7.7
AIRPORT
MINNESOTA
Alexandria
Anoka
Bemidji *Dual Only*
Brainerd
Crystal
Duluth
Fergus Falls
Flying Cloud
Grand Rapids
International Falls
Mankato
Rochester
St. Cloud
St. Paul Downtown
NORTH DAKOTA
Bismarck
Devils Lake
Fargo
Jamestown
Minot
Williston
SOUTH DAKOTA
Aberdeen
Rapid City
Sioux Falls
WISCONSIN
Eau Claire
Reserved
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8.8
High Density Altitude Airport Procedures
8.8.1
Reciprocating Airplane:
A. Unless approval is granted IAW 1.1.3, training flights are
not allowed to fly into designated “Mountainous Areas.”
B. When the density altitude is such that a runway length is
less than the takeoff distance x 2.5, the takeoff will not be
attempted. In addition, a minimum of 300 feet per minute
rate of climb to cruise altitude or the minimum climb
gradient required by the departure procedure, whichever
is greater, is required.
8.8.2
Turbine Airplane:
A. Before flight is conducted in “Mountainous Areas”, the
crew shall brief on controlled flight into terrain (CFIT) and
the Ground Proximity Warning System must be operating.
B. When the density altitude is such that the runway length is
less than the accelerate stop distance x 1.25, the takeoff
will not be attempted. In addition, the single-engine
climb performance must meet the obstacle departure
procedures when in IMC.
8.9
UND Departure Procedures from Fargo (KFAR)
8.9.1
VFR UND training flights (DUAL and SOLO) departing
KFAR enroute to KGFK or a UND practice area airport west
of Interstate 29 shall plan their route beginning at the town
of Argusville, ND, and then continuing toward the intended
destination. Argusville, ND is located on the 324 degree radial,
10 DME fix from FAR VOR.
NOTE: UND aircraft will follow all ATC instructions, and expect
heading and altitude assignments after departure.
NOTE: UND aircraft may intercept their course beginning at
Argusville, ND when given an instruction to either “proceed on
course” or “resume your own navigation.” Pilots should still be
aware of other traffic and avoid the departure/arrival corridors
for the active runway(s).
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8.9.2
IFR UND training flights departing KFAR enroute to KGFK,
KCKN, or 3H4 shall plan their route as listed below:
A. KGFK: KFAR direct PAWSS direct KGFK
B. KGFK: KFAR direct PAWSS V181 GFK
C. KCKN: KFAR direct FAPVU
D. 3H4: KFAR direct IKLAJ
NOTE: King Air courses are excluded from the requirement
of 8.9.2.
NOTE: UND aircraft will follow all ATC instructions, and expect
heading and altitude assignments after departure.
NOTE: If instructed “proceed direct” or “cleared direct” the
pilot is expected to fly direct from the present position to the
specified fix.
8.10
Approved Airports for Instrument Approach Procedures
8.10.1 To facilitate training, published instrument approach and
departure procedures may be conducted at any North Dakota
or Minnesota airport as a low approach. No landing or takeoff
is allowed except for the airports listed in 8.6, 8.7.5, and 8.7.6.
8.10.2 All UND operations at the following airports are not authorized:
A. Minneapolis-St. Paul International (KMSP)
B. Piney Pinecreek (48Y)
C. Rolla (06D)
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SECTION 9: EMERGENCY OPERATIONS ACTUAL AND SIMULATED
9.1
Deteriorating Weather
9.1.1
If you encounter deteriorating weather while operating in the
practice area, you should:
A. Maintain aircraft control and remain calm
B. Contact the SOF (123.5) and give:
1. Position
2. Altitude
3. Flight Conditions
4. Fuel on Board (Hours)
9.1.2
If Grand Forks is IMC, the SOF will solicit pilot reports from
other flights in the local area to find an outlying airport that is
VMC.
The SOF may have you contact Grand Forks Approach
Control to give you navigation assistance in reaching outlying
airports.
9.1.3
Reserved
9.2
Forced Landings
9.2.1
In the event of a forced landing, it may be necessary to land in
a relatively remote area. Unless you can see a house or know
exactly where you are and are assured of reaching civilization,
STAY WITH THE AIRCRAFT AND REMAIN CALM. Staying
with the aircraft will afford shelter and a larger target for search
and rescue personnel to observe from the ground and air.
9.2.2
Ensure that the ELT is functioning by turning the “Arm” switch
to ON.
9.3
Survival Kits
9.3.1
Each aircraft contains a survival kit. The kit is secured in the
baggage compartment and sealed.
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9.3.2
Prior to each flight, verify the kit is in place and the seal
has NOT been opened. If the seal has been broken, please
contact Dispatch. The kits are installed for emergency use,
so please do not remove contents unless necessary.
9.3.3
A life preserver must be worn during all flights involving water
operations.
9.4
Engine Fire During Start
9.4.1
The majority of fires which occur on the apron are a result
of improper priming procedures which result in a carburetor
fire. The safest and most effective method of preventing a
carburetor fire is to follow the priming procedures outlined in
the POH.
9.4.2
If the fire extinguisher is used to put out the fire, be sure to
hold your breath since the extinguishing agent, if inhaled, can
sometimes be as hazardous as the fire itself. Do not attempt
to restart the engine.
9.5
Loss of Communication
9.5.1
If communication is lost on a VFR cross-country, land at the
most suitable airport, preferably an uncontrolled airport, and
report the problem to the SOF (1-800-344-0314 or
1-701-777-7880).
9.5.2
Be sure to contact Flight Service and advise them of your
location and cancel your flight plan.
9.6
Lost Procedures
9.6.1
Due to poor visibility or deteriorating weather, it is possible to
become disoriented in the practice area. Therefore, all solo
flights must carry a current Twin Cities Sectional.
9.6.2
Should you become disoriented, DO NOT PANIC. Try to orient
yourself by means of pilotage and navigational aids. If you are
unable to locate your position:
A. In the Local Area: Attempt to contact Grand Forks
Approach Control on 132.3, 118.1, or 121.1, then advise
them of your situation and request radar vectors to the
Grand Forks Airport.
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B. On a Cross-Country: Contact an ATC facility in the area
and request radar vectors to the nearest suitable airport
while you still have sufficient fuel.
9.6.3
If unable to contact anyone, squawk 7700 and transmit
“in the blind” on 121.5 and request assistance.
9.6.4
Monitor aircraft fuel and make a precautionary landing in a
suitable area if no airport is available, before exhausting your
fuel supply. DO NOT LET THE LACK OF FUEL PICK AN
UNSUITABLE LANDING POINT FOR YOU.
9.6.5
Reserved
9.7
Unsafe Landing Gear Indications
9.7.1
Most unsafe landing gear indications are traced to minor
defects in the indicating system and not actual gear
malfunctions. However, any malfunction of the landing gear
system should be treated as if the gear is NOT down and
locked and the appropriate emergency procedure should be
followed.
9.7.2
Prior to any attempt to land, advise the Grand Forks Tower
or the appropriate controlling agency of the problem. Radio
contact should also be made with the SOF and/or Maintenance
Control when attempting to obtain a gear down and locked
indication to assist in resolving the malfunction.
9.8
Landing Gear Malfunction/Emergency Gear Extension
9.8.1
The pilot may request to overfly the runway for a visual gear
check by ground personnel.
9.8.2
When it has been determined that a landing will be necessary
with an unsafe indication, the SOF will advise line and
maintenance personnel to obtain the necessary equipment
for aircraft towing and proceed to the landing runway.
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9.8.3
After the aircraft has landed, minimize use of brakes, shut
down the engine(s), and roll to a stop on the runway. DO NOT
TAXI CLEAR OF THE RUNWAY UNLESS AN ADDITIONAL
EMERGENCY EXISTS.
9.8.4
Maintenance personnel will then check the airplane and if
necessary lock the gear in place. The airplane will then be
towed from the runway to a maintenance facility.
9.9
Auxiliary Fields
9.9.1
Should you experience a landing gear malfunction prior
to landing at any of our auxiliary fields, depart the pattern
and contact the SOF. Plan to return to Grand Forks where
assistance is available.
9.9.2
If conditions do not warrant a safe return to Grand Forks,
follow the appropriate emergency procedure and land at the
auxiliary field. After landing notify the SOF.
9.10
Flight Assistance Request
9.10.1 Should a pilot request flight assistance from an ATC agency
they must inform the SOF upon landing. Should the pilot land
at airports other than GFK, reference 5.2. Upon returning
to GFK, the student and instructor will meet with the Safety
Office.
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9.11
Emergency Assumption of Command
NOTE: Assumption of command is serious business. It must
not be confused with assumption of control.
• Assumption of control occurs when the PM spots
opposing traffic, takes the controls, turns the aircraft out of
harm’s way, levels out, points out the traffic to the PF, and
returns the control to the PF.
• Assumption of control is temporary, commendable, and
part of the responsibility of the PM.
• Compare to 4.5, “Positive Exchange of Flight Controls.”
9.11.1 Assumption of command is when the SIC (PM) assumes
command of the aircraft due to incapacitation of the PIC (PF),
which can take two forms: physical incapacitation or mental
incapacitation.
A. Physical incapacitation is easier to handle because it
is usually easier to detect. When the PIC is in obvious
physical distress, it may be possible for them to authorize
the SIC to assume command. If the PIC is unable to
do so, and is clearly not able to function normally, the
SIC must initiate the assumption of command. There
may be complications. For instance, the PIC might be
slumped over the controls. Help in the form of another
crew member, the autopilot, or even a passenger might
be necessary.
B. Mental incapacitation is a far more difficult situation.
It can be insidious and difficult to detect. A technique
to determine incapacitation is the two challenge rule.
If, as SIC, you detect a safety of flight problem, it is
your responsibility to make sure the PIC is aware of the
problem. If you tell them and they do not respond, make
a second attempt at identifying the problem. If they still do
not respond, take the aircraft and declare (for the Cockpit
Voice Recorder (CVR), if applicable), that you have taken
control and are assuming command.
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9.12
Emergency Operations in IMC Conditions
9.12.1 Throughout each phase of flight training, several types of
emergencies or system and equipment malfunctions will be
simulated. To ensure the highest levels of safety possible
within the learning environment, no emergency and/
or abnormal procedure is allowed in actual IMC flight
conditions or when the PIC determines there is a lack of
visual reference to the outside horizon.
9.13
Simulated Emergency Landing - Minimum Required
Altitude
9.13.1 Solo Flights: The minimum altitude for simulated emergency
practice is 500 feet AGL.
9.13.2 Dual Flights: The minimum altitude for simulated emergency
practice is 500 feet AGL, unless a stabilized approach can be
safely continued to an approved airport.
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SECTION 10: ACCIDENT/INCIDENT/OCCURRENCE/
MECHANICAL
10.1
Accident/Incident/Occurrence Notification
SOF Contact Information:
• 1-800-344-0314
• 1-701-777-7880
• VHF 123.5
• Via nearest ATC facility
• Via aircraft to aircraft
Online Safety Reports at:
• safety.aero.und.edu
10.1.1 The following events require notification to the Supervisor
of Flight (SOF) by the quickest means available and the
completion of an online safety report within 24 hours.
A. Any accident, incident, or occurrence which results
in injury and/or damage to aircraft, equipment, or property.
B. If any part of the aircraft unintentionally departs the
surface of an apron, taxiway or runway.
C. Any occurrence or pilot deviation that involves the
incorrect presence of an aircraft, vehicle or person on any
portion of the airport other than the runway.
D. Any occurrence/runway incursion that involves the
incorrect presence of an aircraft, vehicle or person on any
portion of a surface designated for takeoffs or landings.
E. Any occurrence that could possibly result in a pilot
deviation filed by the FAA.
F. Landing an aircraft at an unapproved airport, on a closed
runway, or any location other than an airport.
G. Loss of braking on a dry surface.
H. Any declaration of an emergency.
I. Aircraft engine failure, loss of power, and/or unplanned
in-flight engine shutdown.
J. Engine or rotor overspeed.
K. Indication or warning or smoke or fire in the cockpit or
cabin.
L. Engine fire during start.
M. Electrical or communication failure.
N. Loss of PFD and/or MFD.
O. Severe turbulence and/or inadvertent entry into IMC.
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P.
Q.
R.
S.
T.
U.
Lightning strike(s).
Wildlife strike or foreign object damage (FOD).
Near miss.
Landing with less than UND SP&P fuel reserve.
Defective or inadequate safety equipment.
Hard landing.
NOTE: Do not attempt to move aircraft or equipment from aircraft.
NOTE: Some events may require activation of the EMERGENCY
RESPONSE PLAN at the discretion of the MOD or representative of
the Aviation Safety Department.
10.1.2 Depending on the severity of the accident/incident/
occurrence, be alert to the fact that you may be in shock and
at that time you may not be competent to answer questions in
an intelligent or coherent manner. Therefore, you should not
discuss the specific circumstances of the event with anyone
until someone other than you makes the determination that
you are competent. Do not make statements or comments to
members of the media.
10.1.3 Instructors, students and staff in safety sensitive positions,
including maintenance and line personnel, involved in an
accident/incident/occurrence will be immediately removed
from the flight schedule and all safety sensitive duties. This
status will continue until a review board has convened and
determined that the individual(s) may return to safety sensitive
duties.
10.1.4 Be advised that you need not make any statements regarding
circumstances relative to the accident/incident/occurrence
without being represented by legal counsel. UND’s first
concern is for your physical safety. Our second priority is to
investigate the occurrence to determine what happened. It
is possible that our desire to investigate the occurrence may
be in conflict with what is in your best legal interests. If you
feel this is the case, you should consult with your attorney to
determine how to proceed.
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10.1.5 You are obligated to aid the National Transportation Safety
Board (NTSB), or their representative, in its investigation
of an accident, but in a reasonable manner and time frame
to ensure that your rights are protected. You are strongly
encouraged to review the aircraft accident/incident reporting
requirements found in NTSB Rules, 49 CFR Part 830 and the
Aeronautical Information Manual (AIM).
10.1.6 Preserve all flight records and any other items relevant to the
accident/incident/occurrence. Make copies of all documents
relating to your flight and retain them for your records.
10.1.7 The FAA utilizes the National Aeronautics and Space
Administration (NASA) to act as an independent third party
to receive and analyze reports submitted through NASA’s
Aviation Safety Reporting System (ASRS). You are strongly
encouraged to review AC00-46E, Aviation Safety Reporting
Program, and the Aeronautical Information Manual (AIM),
which describes this system. If there is any reason to suspect
that an incident may be classified as an accident, or involve
criminal activity, it is essential that you speak with an attorney
prior to filing the NASA ASRS report. If criminal activity or
accidents are reported on NASA forms, NASA will forward the
report to the FAA or the Department of Justice as appropriate
without de-identifying the report.
10.1.8 Frequently Asked Questions
Question: What should I do if I’m asked to produce my pilot
certificate, medical certificate, and/or government issued
photo identification?
Answer: This is certainly possible as part of any accident/
incident review or investigation to ensure the PIC was
properly certificated. FAA inspectors and law enforcement
personnel also are entitled to view these documents as part
of their routine surveillance activities. However, under no
circumstances should you ever surrender your certificates
unless a formal process between you and the FAA has taken
place which requires you to do so.
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Question: What effect will having an accident/incident have
on my flight training at UND?
Answer: Most likely, a delay of some sort. Generally, after
remedial training, if necessary, you will be able to (re)start your
flight training. It generally has no effect on your continuance of
academic ground school(s). Additionally, the FAA may pursue
an enforcement action against the pilot which could result in a
range of possible punitive or corrective outcomes depending
on the circumstances of the occurrence.
Question: If I damage a UND aircraft am I responsible for the
cost to repair or replace?
Answer: Under the University’s insurance policy, students
and staff cannot be held individually responsible for the
insured damage to the aircraft. The policy does contain a
deductible that applies to uninsured damage to the aircraft.
Whether or not the PIC is responsible for the deductible is at
the discretion of the University.
Question: What should I do if an excursion from a paved
surface occurs during taxi, takeoff or landing (fixed-wing)?
Answer: In the event an unintentional excursion from a paved
surface occurs, there is always the possibility of damage to the
aircraft. If the occurrence takes place at a location other than
Grand Forks, the procedures in 10.2 “Aircraft Maintenance
Related Difficulties at Airports other than Grand Forks” shall
be complied with. If the occurrence happens at Grand Forks,
the aircraft should not be moved until UND Maintenance has
performed an inspection. In either instance, the SOF must be
notified as soon as possible so that arrangements may be
made to secure the aircraft, and safely return you to Flight
Operations. Under no circumstances should you continue
operating the aircraft.
10.2
Aircraft Maintenance Related Difficulties at Airports
Other than Grand Forks
10.2.1 As soon as possible, notify the SOF. They will ensure UND
Maintenance is notified that an aircraft has mechanical
difficulty.
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10.2.2 You may be asked to speak directly to UND maintenance
personnel so be prepared to provide as much information as
possible.
10.2.3 If the aircraft is on the ground, do not fly the aircraft until the
aircraft has been inspected and returned to service by:
A. A UND Maintenance Supervisor
B. An on-site A&P Mechanic who is authorized to do so by
a UND Maintenance Supervisor.
10.2.4 Do not attempt to make any repairs yourself.
10.2.5 Do not depart from the location until a re-dispatch authorization
is issued by the SOF in conjunction with the UND Maintenance
Supervisor.
10.2.6 Prior to departure, the PIC must ensure that all work performed
is documented on a discrepancy page, log entry, or work order
that has been signed off by an appropriately rated technician.
This document must accompany the aircraft on its return flight
and be submitted to UND Maintenance.
10.3
Personal Injury/Death Situations
10.3.1 Flight Operations is responsible for responding to crisis
situations that occur in the work place and may result in
personal injury or death. Crises are situational, therefore,
specific procedures will vary in each case. However, some
general concepts/procedures are applicable in all cases.
10.3.2 Objectives:
A. To assist the individual who has been injured.
B. To initiate the University’s coordinated response efforts.
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10.3.3 Actions:
A. When a serious injury, illness, or death of an individual
takes place at flight operation facilities, the individual
witnessing the mishap will seek help via the following
procedure:
1. Maintain personal safety
2. Call 911
3. Notify the SOF who will then activate the Accident/
Incident Checklist.
B. Supervisory Personnel will proceed to the accident
site. The first person to arrive will take command of
the situation until relieved by higher authority or by
Fire/Ambulance personnel.
C. If hazardous materials are involved, a person on the scene
will be dispatched to obtain the Material Safety Data
Sheets (MSDS) and action will begin as recommended
on the appropriate material safety data sheet. A MSDS
file is located in Maintenance Control and the Line Office.
D. If appropriate, a person on the scene will be dispatched to
the maintenance hangar, line equipment building, or SOF
station to retrieve the first aid materials.
E. If hospitalization or additional medical assistance
is required, the on-site supervisor or designee will
accompany the individual to the hospital. They will update
staff personnel as the situation dictates. If a hazardous
substance was involved, the MSDS will be sent along with
the supervisor/designee.
F. In the case of severe injury or death, the Flight Operations
representative will be relieved by a staff member from the
Dean of Students’ office.
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SECTION 11: FLIGHT OPERATIONS/FACILITY SECURITY
PROCEDURES
NOTE:
Content Responsibility: The responsibility for the content
and maintenance of Section 11 of this manual resides in
the office of the Director of Aviation Safety.
11.1
Security Requirements
11.1.1 As a tenant of the Grand Forks Airport Authority, UND is
required to implement, maintain and enforce a program
that ensures unauthorized individuals will not have access
to aircraft parking areas, taxiways, runways or air carrier
operations areas, either directly or indirectly under its control.
11.1.2 The University of North Dakota’s obligations for security can
be referenced in TSA 49 CFR 1503, 1540, 1542, 1544 AND
1552, and in the Grand Forks Airport Authority Airport Security
Program.
11.1.3 Displaying Proper Identification in Controlled Areas:
A. Each person having ramp access must properly and
continuously display on their outer clothing, above the
waist and below the neck, their current UND Aerospace
Flight Operations photo identification card.
B. Ramp access is defined as any door, passageway or
building that leads to an Air Operations Area, without
additional keyed, electronic or manned checkpoints.
C. Visitors and guests without the appropriate card must
be accompanied at all times by a person holding and
displaying a current appropriate identification card.
D. A visitor or guest is defined as:
1. Any person who is not an employee of UND, or
2. Any person who is not enrolled in the John D
Odegard School of Aerospace Sciences, or
3. Any person who does not require access on a
recurring basis, including employees and students
of UND.
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E. Persons not displaying the appropriate badge, or visitors
and guests not accompanied by an appropriately badged
individual will not be permitted on any UND aircraft parking
area, in UND hangars, or any facilities with uncontrolled
access to these areas.
F. Escorted access on the AOA may be provided for (1)
newly hired employees, (2) newly enrolled flight students,
and (3) students that have been approved by the program
manager.
1. The escorted individual shall display an appropriate
approval issued by the program manager and either
a University of North Dakota U Card or government
issued photo ID card.
2. The initial period of escorted access shall be limited
to no more than 30 days from the date of issuance.
Additional extensions may be given if application
approval is still pending.
3. Failure to comply with escort privileges shall result in
loss of those escort privileges for both the escort and
the applicant.
G. Any person requesting access privileges to the
hangars or aircraft parking area shall, prior to receiving
such privileges, receive training pertaining to their
responsibilities for security in those areas.
H. In accordance with 49 CFR 1552, all staff having direct
contact with flight students shall complete the TSA
Flight School Initial Security Training within 60 days of
employment and recurrent training annually.
11.2
Building and Aircraft Security
11.2.1 Primary ingress/egress for fixed-wing students and instructors
will be through the north vestibule in Flight Operations main
lobby, Building 166, and through the south vestibule in Airport
Administration (5 story), Building 261. Primary ingress/egress
for helicopter students and instructors is through the east
lobby door of building 254. All internal and external doors
leading into unattended hangars or other unattended areas
will remain secured at all times.
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11.2.2 In accordance with 49 CFR 1554, the Director of Maintenance
for the University of North Dakota Part 145 Repair Station
shall ensure that large aircraft (greater than 12,500 lb), while
under the control of the repair station, shall be secured as
follows:
A. The cabin door shall be secured when maintenance,
inspection or repair is not being conducted and key
access limited to designated personnel, or
B. The aircraft, engines, or components are in such state
of maintenance, inspection, or repair as to preclude
operation of the aircraft.
11.2.3 The Director of Maintenance shall provide and maintain a
record of:
A. Point(s) of contact for security related activities and
communications with the TSA, as well as background
information of those individuals who have access to any
keys or other means used to prevent operation of large
aircraft.
B. Verification of employee employment history.
C. Confirmation that an employee has obtained a Security
Threat Assessment (STA).
11.3
Reporting Procedures
11.3.1 Incidents involving unauthorized individuals in secure areas,
doors left unlocked, etc. should be reported immediately.
Anyone may report such occurrences; however, the Supervisor
of Flight (SOF) should serve as the point of contact.
11.3.2 Any person authorized to access UND aprons and hangars
is required to identify and report individuals in their area
who do not display an appropriate identification card. That
person shall request that the individual leave the area.
If uncomfortable about challenging an individual, the SOF
should be immediately notified. If necessary, the SOF
shall inform Grand Forks Airport Operations by calling
1-701-795-6984.
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11.3.3 Staff and students should always be vigilant of unfamiliar
individuals in lobbies, office areas, and other unsecured areas
of the facility. Students and staff are encouraged to report
security concerns using the online Aviation Safety Reporting
form at: http://safety.aero.und.edu.
11.4
Enforcement
11.4.1 In the event the TSA or the Grand Forks authority has
determined a violation of a security regulation has occurred,
UND Aerospace may be subject to a monetary penalty.
UND Aerospace, under certain conditions, may assess all
or part of these costs to the person or persons responsible
for the violation. In addition, any violation of TSA or Grand
Forks Airport Authority security regulations or of section 11
of the UND Aerospace Flight Operations Safety Policies and
Procedures may result in loss of access privileges.
11.5
Identification Badges
11.5.1 A UND Aerospace identification badge will not be issued to an
individual unless that person has successfully:
A. Completed the required ID badge application and training.
B. Passed a TSA security threat assessment (STA). If an
individual does not successfully pass the STA, ramp
access, including escort privileges, will be prohibited.
11.5.2 UND Aerospace Flight Operations identification badges are
the property of UND Aerospace and shall be surrendered
to the Flight Operations Records Center when employment
is terminated, upon completion of a flight course, during
extended absences, or when it is determined that access is
no longer required.
11.5.3 Badge privileges may be revoked at any time and without
notice at the discretion of UND Aerospace.
11.5.4 Lost or stolen badges shall be immediately reported to the
Flight Operations Records Center at 1-701-777-7812, or after
normal business hours, at 1-701-777-7951.
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11.6
Customer Relations
11.6.1 Keep in mind that UND Flight Operations also serves
University departmental staff, visiting parents and business
persons, as well as individuals flying in to visit UND. Typically,
many of these individuals will not have identification cards, and
while maintaining a high level of security is a priority, treating
these individuals with courtesy and respect, and meeting their
needs is very important.
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SECTION 12: AIR TRANSPORTATION
12.1
General
12.1.1 The PIC shall not allow any person to manipulate the flight
controls of an aircraft during flight unless that person meets
the requirements of 12.4.
12.2
Air Transportation Eligibility and Training Requirements
12.2.1 Pilot in Command (PIC):
A. Must be a full-time (salaried) employee or flight instructor
of UND Aerospace.
B. Hold a current CFI and CFII
C. Hold a current Class I or II Medical Certificate
D. Must be FAR current for the following:
1. FAR 61.23
2. FAR 61.56
3. FAR 61.57
E. Flights conducted in a reciprocating aircraft shall have
completed a standardization check IAW UND SOP(s).
F. Must have completed factory training school within the
past 12 calendar months for turbine aircraft or annual
standardization check IAW UND SOP(s) in a turbine
aircraft.
G. Completion of Air Transportation Course
12.2.2 Turbojet Second In Command:
A. Must be a full-time (salaried) employee of UND Aerospace
or a flight instructor recommended by the Chief or
Assistant Chief Flight Instructor.
B. Hold a current CFI and CFII
C. Hold a valid medical certificate
D. Must be FAR current for the following:
1. FAR 61.23
2. FAR 61.56
3. FAR 61.57
E. Must have completed the Second In Command Training
Course within the past 12 calendar months.
F. Completion of Air Transportation Course
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12.2.3 Pilot Monitoring (PM):
A. Must be a full-time (salaried) employee of UND Aerospace
or a flight instructor recommended by the Chief or
Assistant Chief Flight Instructor.
B. Hold a current CFI and CFII
C. Hold a valid Medical Certificate
D. Must be FAR current for the following:
1. FAR 61.23
2. FAR 61.56
3. FAR 61.57
E. Must have completed Pilot Monitoring Training within the
past 12 calendar months.
F. Completion of Air Transportation Course
12.3
Pilot Duties and Functions
12.3.1 PIC:
A. Duties and functions essential to a safe outcome of the
flight shall only be conducted by the PIC.
B. The PIC shall operate the aircraft from the left seat.
12.3.2 PM:
A. Duties conducted in the right seat shall be limited to PM.
B. PM duties are defined as radio operations, checklist,
callouts, and assisting the PIC with situational awareness.
C. Passengers will not be allowed to serve as PM.
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12.4
Air Transportation Weather Minimums
12.4.1 Airplane
A. VFR:
Day/Night: 2,000 foot ceiling/5 miles visibility
B. IFR:
Day/Night: Published IFR landing minimums
C. Less than 50 hours in type:
200 foot ceiling and 1/2 mile visibility, respectively, above
the published landing minimum.
12.4.2 Helicopter
A. VFR:
1. Day/Night: 1,000 foot ceiling/3 miles visibility
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APPENDIX A: FLIGHT DATA MONITORING POLICY
Preamble: The John D. Odegard School of Aerospace Sciences
(JDOSAS), which includes the Grand Forks campus as well as all
other extension sites, has implemented a Flight Data Monitoring
(FDM) program for the express purpose of enhancing the safety of
its operations. The goal of the FDM program and the use of the data
is to identify potential hazards, threats, and accident precursors prior
to experiencing an organizational accident, incident, or serious safety
risk.
1. Definitions
A. Aircraft Accident – 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
all such persons have disembarked, and in which any person
suffers death or serious injury, or in which the aircraft receives
substantial damage.
B. Aircraft Incident – An occurrence other than an aircraft
accident that results in injury or damage associated with the
operation of an aircraft which affects or could affect the safety
of operations.
C. Aircraft Occurrence – An occurrence other than an aircraft
accident or incident associated with the operation of an aircraft
which affects or could affect the safety of operations.
D. Animating of Flight Data – Process by which a flight is
recreated using flight data and computer generated imagery.
E. Careless Act – An incorrect action or omission resulting from
the failure to use the due care required to protect people or
property from harm. Careless acts are measured against the
standard of what a reasonable person would have done under
similar circumstances.
F. Criminal Act – Any act or omission (of an act) in violation of
a public law forbidding or commanding it.
G. De-identified – Refers to removing any identifiable information
regarding flight data which could allow for the identification of
an aircraft or pilot-operators.
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H. Event Review Team (ERT) – A group, appointed by the
Director of Aviation Safety and Director of Flight Operations,
which analyzes and evaluates flight data and makes
recommendations for the enhancement of safety. ERT
members may be from the following areas: Flight Operations,
Standards, Extensions, Faculty, Maintenance, Safety, and
Students.
I. Flight Data Monitoring – The collecting of onboard flight
data, de-identifying that data, adding the data to a database,
and then analyzing that data to proactively identify accident
precursors before they actually cause an accident.
J. Gatekeeper – An individual or group of individuals, appointed
by the Event Review Team, which is authorized to identify an
aircraft or pilot(s) for the sole purpose of gathering information
for the enhancement of safety.
K. Intentional Act – The negative consequences of the act
are desired to be brought about by the actor. Examples are
intentional damage to property or intentional bodily injury to
another person.
L. Reckless Act – An action taken in conscious disregard to an
unjustifiably high risk of harm to people or to property. The act
itself is reckless even if negative consequences do not occur.
For example, among other possible reckless acts, a knowing
violation of a Federal Aviation Regulation during the course of
an otherwise successful flight may be a reckless act.
M. Safety-Related Report – Refers to a written account of an
event involving an issue related to aviation safety reported
through the UND AIMS aviation reporting system.
N. Serious Injury – Any injury which:
I.
requires hospitalization for more than 48 hours,
commencing within 7 days from the date of the injury
was received,
II.
results in a fracture of any bone
(except simple fractures of fingers, toes, or nose),
III. causes severe hemorrhages, nerve, muscle, or tendon
damage,
IV. involves any internal organ, or
V.
involves second- or third-degree burns, or any burns
affecting more than 5 percent of the body surface.
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O. Sole-Source Data – Initial evidence of an event is discovered
by means of flight data monitoring.
P. Non-Sole-Source Data – Evidence of an event is not initially
discovered by flight data monitoring.
Q. Substantial Damage – Damage or failure which adversely
affects the structural strength, performance, or flight
characteristics of the aircraft, and which would normally require
major repair or replacement of the affected component.
R. Vandalism – Any intentional damage, movement, and/or
bending of the mounting bracket or the camera and flight data
monitoring equipment. Unauthorized removal of the flight data
card is considered vandalism.
S. Video/Audio Recording – The recorded activity of the flight
crew and any conversations between crew members and/or
air traffic control.
2. Flight Data Recordings
A. The JDOSAS will make use of or install flight data recording
devices or will utilize onboard avionic devices for the purposes
of recording flight data.
B. Types of recordable flight data may include, but are not limited
to, the following:
I.
airspeed
II.
altitude
III. heading
IV. vertical speed
V.
bank angle
VI. pitch angle
VII. location
VIII. time
IX. engine RPM and rotor RPM
X.
engine EGT/TOT
XI. CDI output
XII. glideslope output
XIII. helicopters – cyclic, collective and pedal position
C. Some flight recording devices or technologies allow for video
and/or audio recordings. If such capability is installed on a
UND aircraft, then the viewing or listening of such recordings
shall only occur in accordance with Section 4, paragraph C.
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D. The type of flight data recording capability installed on a
particular aircraft will be based upon the cost of installing that
capability, fidelity of data recording, and overall contribution to
the FDM program.
3. Event Review Team
A. The Director of Aviation Safety and the Director of Flight
Operations shall be responsible for assigning members to
the Event Review Team (ERT), including the designation of a
Chair who shall convene and conduct all team meetings.
B. The ERT will be comprised of a minimum of five (5) members.
The members may be selected from the following departments:
Flight Standards, Safety, Extensions, Maintenance, Flight
Training, Faculty, and Students. At no time shall the ERT
meet with less than three (3) members from three (3) different
departments present. The ERT may designate an assistant or
intern to take notes and assist with other logistical tasks, and
who may be present at meetings of the ERT. All members of
the ERT shall have completed Family Educational Rights and
Privacy Act (FERPA) training.
C. The ERT will meet periodically to review and discuss flight
data information.
D. All actions taken or recommended by the ERT shall be by
majority vote, except as provided by Section 4. In the event
of a tie-vote, the Chairman’s vote shall be designated the tiebreaker.
E. All flight data reviewed by the ERT shall be de-identified prior
to initial review, and no member of the ERT shall have the
right to access any information which could identify an aircraft
or pilot-operator, unless as provided in Section 4A. This
de-identification shall be carried out under the supervision of
the FDM Analyst. Only the ERT has the authority to identify
sole-source FDM data (pursuant to the provisions of Section
4A).
F. The ERT shall never have access to or view any video
and/or audio recording generated via a flight recording device
or other technology.
G. The ERT may use the FDM data to which it has access in any
format, including animating the data by computer generated
imagery.
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H. A member of the ERT may be removed from the committee for
a reasonable cause. Examples of reasonable cause include,
but are not limited to, lack of attendance and/or loss of interest.
Removal requires a majority of ERT members vote for such a
removal and concurrence from the Director of Aviation Safety.
I. The Director of Aviation Safety will be an ex-officio (non-voting)
member of the ERT.
4. Identification of Flight Data
A. The identification of sole-source flight data (the action of
identifying the pilot and/or aircraft associated with a piece of
flight data) by the ERT can only occur when one of the following
circumstances exists:
I.
An aircraft accident or aircraft incident.
II.
With the direct consent and authorization by all forward
seat occupants of an aircraft who are crew members.(In
the case of a tandem aircraft, all occupants who are crew
members)
III. An aircraft may have been operated (unintentionally or
otherwise) outside of its approved operating limits, and
the ERT or FDM Analyst has reason to believe the aircraft
should undergo a mechanical inspection to ensure the
aircraft has not been damaged. Such identification shall
only occur under the following circumstances:
a. The ERT or FDM Analyst unanimously believes an
aircraft exceedance requires a mechanical inspection,
b. Only the aircraft identification (not any occupant
identification) may be released and only to the Director
of Maintenance, and
c. The ERT Chairman or FDM Analyst shall forward the
aircraft identification to the Director of Maintenance
with a description of why the ERT or FDM Analyst has
determined maintenance involvement is necessary.
The Director of Maintenance will have the final authority
to decide the proper course of action concerning what
maintenance action, if any, is required.
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IV.
The ERT concludes that an intentional or reckless act
has occurred. In this event, the procedure set forth below
will apply.
a. The ERT may conclude that an intentional or reckless
act has occurred only with a unanimous vote of the
team members present.
b. In the event of a unanimous ERT vote, the ERT
Chairman or FDM Analyst shall forward the findings
that an intentional or reckless act occurred to
the Director of Aviation Safety, Director of Flight
Operations or Director of Extension Programs as
appropriate.
c. If the Dean concurs that an intentional or reckless
act has occurred, then identification of the aircraft
occupants and aircraft N-number will ensue, if such
capability exists. The identified data will be referred,
as applicable, to the Director of Flight Operations or
Director of Extension Programs for disposition.
V.
The Gatekeeper(s) determine that the UND pilot poses a
risk of potential danger or an increased risk to themselves
or others and the only reasonable action is to identify
sole-source flight data (i.e. UND pilot identity) so that
further action can be considered.
a. The ERT may conclude that identification of
sole-source data at the recommendation of the
Gatekeeper(s) is appropriate with a unanimous vote
of the team members present.
b. In the event of a unanimous ERT vote, the ERT
Chairman or FDM Analyst shall forward the
recommendations of the ERT to the Direct of Aviation
Safety, Director of Flight Operations or Director of
Extension Programs.
B. Identification of Non-Sole-Source Flight Data by the UND
Director of Aviation Safety
I.
Non-sole-source data may be identified by the UND
Director of Aviation Safety and used for investigative
purposes pursuant to any of the following conditions:
a. An aircraft accident or incident occurs
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b. With the direct consent and authorization by all
forward seat occupants of an aircraft who are
crew members.
c. A credible safety-related report has been submitted
describing an event in which:
i. an aircraft has been operated (unintentionally
or otherwise) outside of its approved operating
limits,
ii. a careless, reckless or intentionally bad act
occurred in an aircraft, or
iii. obtaining the FDM data related to the safetyrelated report may reduce or eliminate the risk
of an organizational accident or incident.
d. Other credible safety-related reports (anonymous
reports excluded) of careless, reckless or intentional
acts identified by eyewitnesses, air traffic control, or
other parties who may not have access to the UND
AIMS safety reporting system, or who may not have
utilized the system are submitted.
NOTE: The Director of Aviation Safety, Director of Flight
Operations or Director of Extension Programs as appropriate
will be notified in writing of any non-sole-source FDM data that
is obtained by the Safety Department under the provisions
of this section. The data, in a de-identified format will not be
delayed from delivery to the ERT, if it is not already in their
custody.
C. Video and/or audio recordings will only be viewed in the event
of an aircraft accident, incident, or an occurrence that resulted
in a loss of directional control of an aircraft and only by the
Director of Aviation Safety. At the Director’s discretion, the
recordings may be released only to UND Aerospace personnel
directly involved in the investigation of the accident or incident.
D. Except as outlined above, FDM data, including video and/or
audio recordings, cannot be used to initiate an investigation
into any employee or student alleged misconduct.
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5. Gatekeeper Program
A. Purpose
I.
The Gatekeeper(s) is authorized to identify a UND pilot
for the sole purpose of gathering information for the
enhancement of safety.
II.
The Gatekeeper(s) shall be the only person (other than
those specified in Appendix A, Section 4) that can identify
the individual pilot associated with any specific data.
a. Flights selected for Gatekeeper intervention include
those where operational exceedances have been
identified via Flight Data Monitoring, flights that the
Event Review Team believes it can further identify
and potentially resolve safety trends but require more
information.
III. The Gatekeeper(s) shall conduct an interview with the
identified pilots in order to obtain any information related
to a flight that could be used to enhance safety for future
operations.
IV. The Gatekeeper(s) will keep all identities and identifying
details confidential but otherwise may release gathered
information to the Event Review Team or at other safetyrelated events (Flight Operations Meetings, UND Safety
Meetings, etc.).
B. Appointment of Gatekeeper(s) and Selection Criteria
I.
The individual(s) selected to be Gatekeeper(s) shall be
chosen by a majority vote of the Event Review Team.
a. The Gatekeeper(s) must be approachable so that
pilots are comfortable in disclosing full information
regarding a flight.
b. The Gatekeepers(s) must have a pilot background
and a robust knowledge of the operations that take
place within the organization, including Flight Data
Monitoring and the Safety Management System.
C. Gatekeeper Operational Procedures
I.
Gatekeeper interviews are voluntary by the participating
pilots.
II.
Information gathered by the Gatekeeper(s) shall not
be used as a basis, in whole or in part, for discipline or
discharge action against UND pilots, except as provided
by section 4.A.V of this document.
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III.
The Gatekeeper(s), at their discretion, may provide
counseling, recommendations for improvement, or
suggest additional training to the contacted pilots.
6. Release of Flight Data and Video/Audio Recordings
A. Unless specifically authorized by this policy, no person or
entity shall be allowed to access or disseminate any stored
flight data.
B. In the interest of education, the Aviation Safety Department
and/or ERT may allow students and employees to view
de-identified and aggregated information generated from flight
data.
C. Flight data including video and audio from an accident, incident
or occurrence that resulted in a loss of directional control of
an aircraft may be viewed by employees and students of the
Aviation Department with the direct consent of the Aviation
Safety Department and written authorization by all forward
seat occupants of an aircraft who were crew members. This
information can only be used in a manner that promotes an
informed safety culture.
D. The Aviation Department may release flight data, including
video and audio recordings, to the National Transportation
Safety Board or the Federal Aviation Administration for the
express purpose of assisting in any accident investigation.
E. The Aviation Department may allow a specific flight recording
device manufacturer to have access to flight data generated
by that manufacturer’s flight recording device for the express
purpose of allowing that manufacturer to troubleshoot flight
recording equipment or for the express purpose of engineering
design and development so long as the manufacturer agrees
to keep all the data confidential and immediately destroy such
data after analysis has occurred. In no case shall a flight
recording equipment manufacturer be allowed to retain flight
data released under this section for a period exceeding 48
hours after analysis of such data is complete.
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F. The FDM Analyst will have the responsibility of ensuring that
the software and flight events are ready for review by the ERT.
The ERT may give standing guidance and instructions to the
FDM Analyst regarding the types of events and exceedance
levels the ERT would like to review. The FDM Analyst will also
have the responsibility of relaying flight data reports, trends,
and analyses to and as directed by the Safety Council.
G. If an alleged criminal act is being investigated by a law
enforcement agency, the University may release data and/
or recordings to assist law enforcement in their investigation.
Any release of information for this purpose will be conducted in
accordance with the University’s policies on law enforcement
investigations.
H. In the event of vandalism to the aircraft, including vandalism to
any FDM equipment, data and/or recordings may be examined
to assist with any investigation.
7. Flight Data Uses
A. The FDM program will use flight data for the following quality
and safety assurance purposes:
I.
aircraft exceedance monitoring
II.
operational trend monitoring
III. organizational policy evaluation
IV. benchmarking
V.
maintenance quality assurance monitoring
VI. review data related to an event or condition under the
provisions of Section 4 of this policy
VII. flight research as conducted under the University’s
Institutional Review Board (IRB)
B. The University may develop further uses of the flight data in
the future which may include:
I.
student playback for educational purposes
II.
fleet balancing
III. insurance compliance
IV. warranty compliance
C. Any new use of flight data, including those listed in 6.B.,
shall only be undertaken when a separate or amended policy
governing the specific use is enacted and approved.
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A-10
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
8. Amendment and Review
A. The directors listed in 4.A.iv.b, along with the Chair of the
Aviation Faculty, shall meet as needed to review this policy,
and unanimously approve its continuation or modification.
B. This policy will commence on July 1st, 2013 with automatic
successive annual renewals on the same terms unless any
of the Directors (Director of Aviation Safety, Director of Flight
Operations, Director of Extension Programs, Director of
Maintenance, and Director of Standards) or the Chair of the
Aviation Faculty notifies the other directors 30 days prior to the
renewal date. For any period in which unanimous agreement
has not been made, FDM data may continue to be collected
but all analysis of FDM data shall be suspended.
C. In the event of a modification to this policy, the modifications
must be announced and made public in a timely manner and
prior to implementation.
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The UND Aerospace Foundation, Grand Forks, ND 58202
(701) 777-4740
A-11
January 2021
Flight Operations
Safety Policies and Procedures
Airplane
Accident and Incident FDM Flowchart
Is the event classified as an
accident or incident?
No
Yes
Did the occurence result
from a loss of directional
control?
No
Yes
Data (including audio
and video recordings)
may be accessed.
ERT unanimously
believes an aircraft
exceedence requires a
mechanical inspection?
No
Data (excluding audio and
video recordings) may be
accessed by the Director of
Maintenance ONLY.
Yes
ERT unanimously
concludes that an
intentional or reckless act
has occured?
No
Director of Aviation Safety, Director of
Flight Operations, Director of Extension
Programs, Director of Maintenance, and
Director of Standardization unanimously
concur that an intentional or reckless act
occurred?
Yes
No
Direct consent and authorization
has been received from all
forward seat occupants of the
aircraft?
No
Data may not be accessed.
Yes
Yes
Dean of Aerospace
concurs that an intentional
or reckless act has
occurred?
No
Data (excluding audio and
video recordings) may be
accessed.
Yes
Data (excluding audio and
video recordings) may be
accessed by the Director of
Flight Operation or Director of
Extensions as appropriate.
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The UND Aerospace Foundation, Grand Forks, ND 58202
(701) 777-4740
A-12
January 2021