1. Prior to any flight there must be a pilot operating handbook for the specific aircraft on board the aircraft per FAR Section 91.9 and/or Section 141.75.
2. A thorough pre-flight inspection must be performed before each flight.
3. The appropriate checklist must be used and referred to when pre-flighting, starting, performing run-up, taking off, landing and shut down.
4. The windshield and windows should be cleaned in order to provide unobstructed visibility.
5. All enrolled Private Pilot students must obtain approval for solo practice flights from a certified flight instructor who is present at the airport per FAR 141, Subpart E, Section 141.79(b).
6. All flights will be conducted in accordance with FAA regulations and procedures, and Sterling Flight Training by MaloneAir, Inc., safety procedures and practices. General noise abatement guidelines shall be followed at Craig Airport.
Weather minimums required for dual and solo VFR flights:
1. For local dual flights: the minimum ceiling must be at or above 1200 feet AGL with 3 miles visibility. The maximum wind speed must not exceed 30 knots and the aircrafts’ maximum demonstrated crosswind component will be a limiting factor.
2. For local solo flights: students who have not yet obtained their private pilot certificate, the ceiling must be at least 3000 feet with at least 5 miles visibility. The maximum wind speed must not exceed 12 knots with a maximum cross wind component for takeoff and/or landing of not more than 8 knots.
3. For local solo flights of certificated private pilots (advanced students), the ceiling must be at least 1200 feet with at least 3 miles visibility. The maximum wind speed must not exceed 20 knots and the aircrafts’ maximum demonstrated cross wind component will be a limiting factor.
4. For cross country flights: weather minimums must be forecasted to remain at or above the specified VFR (3000” CIG & 5 m Vis) minimums for at least two hours after the estimated time of arrival at the final destination airport.
A. For students who have not yet obtained their private pilot license, the ceiling must be at least 3000 feet with at least 5 miles visibility. The reported maximum wind speed at all airports of landing must not exceed 12 knots and the reported maximum crosswind component at all airports of landing must not exceed 8 knots.
B. For certificated private pilots (advanced students) the ceiling must be at least 3000 feet with at least 5 miles visibility. The reported maximum wind speed at all airports of landing must not exceed 25 knots and the aircraft’s maximum demonstrated crosswind component will be a limiting factor.
Weather minimums required for IFR flights:
1. All instrument training flights will be dual only.
2. The lowest applicable approach minimums plus 100 feet for the departing airport will be used. A standard weather briefing shall be obtained to ensure that weather conditions are not deteriorating, and all other weather conditions are favorable for the flight. An alternate plan of action shall be determined prior to each flight to address options if the primary airport should fall below landing weather minimums.
Procedures for starting and taxiing aircraft on the ramp:
1. Reference will be made to the appropriate aircraft checklist with regard to engine starting procedures. Attention will be given to any special procedures recommended in the pilot operating handbook (or checklist) during hot or cold weather conditions.
2. A student who has not yet performed a solo flight in a particular make and model of aircraft must always have a certificated instructor on board prior to starting the engine(s).
3. Brake pressure must be checked for adequacy and brakes applied before engine start.
4. The pilot must make a thorough visual check of the immediate area just prior to engine start. A loud verbal announcement regarding the impending engine start shall be made.
5. Take care of the starter motor. A maximum of 10 seconds on, 10 seconds off three times will be used. If the aircraft still does not start after 3 attempts allow the starter to cool down for at least 10 minutes.
6. Starting of an aircraft engine should be at a minimal RPM necessary for starting, i.e., do not unnecessarily rev an engine immediately after start. 1000 RPM should be a maximum RPM in the ramp area.
7. Careful observation of the taxi area must be made in order to determine that the taxiway is clear. Do not taxi and read/run a check list. Check lists should be run prior to aircraft movement or after the aircraft is stopped. When an aircraft is under way your eyes should be outside and scanning the area not inside and reading a check list.
8. Approval must be obtained from air traffic control prior to moving an aircraft onto taxiways or runways during the hours air traffic control is in operation. Taxing in the parking area will be at minimum speed.
9. Be observant of obstacles on our ramp and all taxiways, and at all other airports and ramps. Give ample room for clearance (25 feet minimum) from the fuel storage tanks and two light poles on our ramp. Do not attempt to park an aircraft by taxing close to either of these obstacles. Turn the aircraft at least 25 feet away from either of these obstacles and use the tow bar to back the aircraft into its parking position. There is no excuse for taxing within 25 feet of either of these obstacles.
10. Be respectful of the MaloneAir Jet aircraft inbound and outbound. Please give way to those aircraft, and if one is on line please do not park at the fuel pumps.
Fire precautions and procedures:
1. Appropriate fire precaution and procedure actions should be taken as described in the aircraft’s pilot operating handbook.
2. Students must not over prime the engine during starting procedures.
3. If while starting the engine a fire develops in the carburetor or induction system, continue cranking for a moment or two. A successful start should draw the flame into the carburetor.
4. If while starting the engine a fire develops in the exhaust stack, continue cranking for a moment or two. A successful start should blow out the flame.
5. If the above suggestions do not work, or if there is any other type of fire, place the fuel mixture control to the idle cut-off position, turn the fuel control valve off, turn the master switch off and exit the aircraft immediately.
6. Immediately alert Sterling Flight Training by MaloneAir, Inc., line representatives or operations staff to call the fire department.
Redispatch procedures after unprogrammed landings, on and off airports:
1. If it is necessary to land anywhere other than the intended airport for the lesson, a call shall be made to the Sterling Flight Training by MaloneAir, Inc., office at (primary #) 904-642-9683 or (secondary #) 904-651-2718 for instructions before continuing the flight. A collect call can be made.
2. If a flight instructor cannot be contacted at the office, the flight plan shall be closed and plans made to stay overnight after securing the aircraft in a tie down spot, if available. After hours a message can be left at either/or both call numbers with a contact phone number if available. The Sterling Flight Training by MaloneAir, Inc., office should be contacted as soon as possible the next morning for dispatch instructions.
Aircraft discrepancies and approval for return-to-service determinations:
1. If any aircraft discrepancies are observed, they are to be recorded and reported as follows:
A. A discrepancy log sheet is located in the aircraft dispatch folder within the aircraft flight bag. Each discrepancy must be entered on the sheet and the entry filled out completely.
B. A maintenance discrepancy form, also located within the aircraft flight bag, must be completed in its entirety and either hand delivered to the maintenance office or placed in the mail bin for Forrest Lynch, Director of Maintenance. The main bins are located in the copy room (room “G“).
C. It is the responsibility of each pilot to review the discrepancy log sheet in order to determine if past maintenance items have been addressed and the aircraft has been officially returned to service by an appropriately rated pilot or a certificated airframe and power plant mechanic. The final decision must be made by Sterling personnel (maintenance or flight instructor).
D. It is the responsibility of each pilot not to “over fly” 100 hr. and/or annual inspection periods. An aircraft out of compliance with the 100 hr. or annual inspection period is deemed an unairworthy aircraft. If your proposed flight will exceed either of these inspection periods during the flight, the flight shall not commence. Inspection due time (100 hr.) and due date (annual) are presented on the maintenance board located in office “C”. In addition, the 100 hr. due time is placarded on the face of each aircraft tachometer. If this placard is missing, notify the chief of maintenance prior to the flight.
Securing of aircraft when not in use:
1. Refer to the appropriate pilot operating handbook or checklist to perform the after landing checks and to complete the proper aircraft shutdown procedures.
2. After aircraft shutdown, release the brakes, install the control lock, close vents, secure door(s) and tie down securely. Return the aircraft flight bag to the main office of Sterling Flight Training by MaloneAir, Inc.
Fuel reserves necessary for local and cross-country flights:
1. Local flights must have a one hour fuel reserve (at normal cruise speed) upon landing.
2. Cross-country flights will be planned so that upon landing there will be a minimum of one hour of fuel reserve on board.
Avoidance of other aircraft in flight and on the ground:
1. At a controlled airport, all air traffic control procedures must be followed. At an uncontrolled airport, constant vigilance must be maintained and intentions shall be given over the radio.
2. The appropriate communication frequency (CTAF) should be monitored carefully in the area of any airport in order to be aware of any potentially conflicting traffic.
3. Clearing procedures must be executed before initiating each flight maneuver in order to assure the area is absent of conflicting traffic. Also, it is advised to monitor frequency 123.45 within the practice area for self announced traffic advisories.
4. In flight a pilot should continuously scan the sky for other aircraft. Effective scanning is accomplished with a series of short, regularly spaced eye movements that bring successive areas of the sky into the central visual field. Each eye movement should not exceed ten degrees, and each area should be observed for at least one second to enable collision detection. In climbs, gentle “S” turns combined with periodically lowering the nose is used to scan for traffic. In all circumstances, it is the pilot’s responsibility to “see and avoid” other air traffic.
Minimum altitude limitations and simulated emergency landing instructions:
1. An altitude of 1000 feet above the highest obstacle within a horizontal radius of 2000 feet of the aircraft is the minimum altitude over any congested area of a city, town, settlement, or any open air assembly of persons.
2. With the exception of aircraft engaged in traffic pattern procedures, a minimum of 500 feet AGL is set for Sterling Flight Training by MaloneAir, Inc., training aircraft.
3. Stalls and recovery should be practiced so that straight and level flight will be in effect at a minimum of 1500 feet AGL, as required by the FARs. Stalls shall be practiced within the designated practiced area.
4. No aerobatic maneuvers are permitted in any Sterling Flight Training by MaloneAir, Inc., aircraft. Emergency landing procedures will only be practiced with a flight instructor on board.
Description of and instructions regarding the use of the assigned practice area:
1. The practice area (outlined on the aeronautical sectional chart below) is located southeast of Craig Airport and generally northwest of St. Augustine Airport. The northern boundary is J. Turner Butler Boulevard. The western boundary extends from Highway 9A diagonally to a point south of the Julington Creek Bridge, thence the eastern bank of the St. Johns River. The eastern boundary is the coastline of the Atlantic Ocean. The southern boundary is a diagonal line from the Stands Bridge on the west to the Atlantic Ocean coastline on the east. At no time should an aircraft get closer than 9 NM from the SGJ VOR/DME.
2. The practice area shall be used for student instruction and solo practice from 500 feet AGL up to and including 5500 feet above MSL.
Aircraft Control during Dual Instructional Flights
1. It is imperative that it is understood which of the two front seat occupants of the aircraft is in control (has the flight controls) of the aircraft at all times (in flight or on the ground). A crew preflight briefing must made prior to the flight in order to make this determination and to insure each of the two occupants has a clear understanding of which pilot is in control (has the flight controls).
2. Any time there is a change of responsibility, i.e., which pilot is in control (has the flight controls) of the aircraft, it will be made with a three way verbal exchange. The exchange of pilot responsibility will occur in this manner; pilot 1: “You have the controls”, pilot 2 “I have the controls, pilot 1, “you have the controls”.
3. Anytime a flight instructor commands “my controls” the student pilot will immediately relinquish the flight controls to the flight instructor. Failure to immediately relinquish all flight controls by the student pilot will result in termination of the Sterling Flight Training Rental Agreement and cessation of further flight training and or aircraft rental to the student pilot, regardless of acquired piloting experience.
Weight Limits and Boarding Procedures:
1. Pilots, students, and other occupants of Cessna aircraft shall be limited to a maximum weight of 275 lbs per person. Occupants with a weight greater than 275 lbs exceed the maximum design weights of the aircraft seats and can cause significant damage to the internal structure. In addition, most aircraft are certified with a maximum allowable weight between the front seats which does not allow the aircraft to safely fly and within legal weight and balance limits.
2. Pilots, students, and other occupants of Piper aircraft shall not exceed 240 lbs. This weight restriction is mandated due to the structural design limitations of the wing walkway.
3. When boarding any Piper aircraft the pilots and passengers shall exercise caution and care to ensure that they step deliberately and lightly onto the wing walkway of the wing skin as not to endanger themselves or damage the aircraft.