6. Local Flying Rules And Procedures

6.1 Area of Operation

APSU Aviation Science operates at Clarksville Regional Airport at Outlaw Field (KCKV). KCKV is a Class G airport located 5 nm SE of Campbell Army Airfield (KHOP) and within its Class D airspace.

APSU does not have a specific local flying area, the majority of our operations are conducted within 70 nm of KCKV. The following airports help outline our area of operation.

The Aviation Science program conducts flight training at the APSU Farm and Environmental Education Center (36 33 35.93 N, 87 20 23.11 W) and support university activities and programs on campus. If landing at the APSU Farm or campus, personnel SHOULD conduct a map reconnaissance and MUST conduct both high and low altitude reconnaissance prior to landing.

6.2 Runways and Traffic Patterns at KCKV

 KCKV operates on Runway 35/17.

• Standard traffic patterns are established east of the airport.

• Non-standard traffic patterns are established west of the airport. West traffic is used to provide separation for rotary wing traffic from fixed wing traffic. West traffic will remain east of Fort Campbell Blvd, at all times.

Traffic pattern (standard and non-standard) altitudes are as follows:

• 1,300 feet MSL downwind, 1,000 feet MSL base

• 1,500 feet MSL (minimum) downwind and base for autorotation training

VFR departure and arrivals will follow the applicable Letter to Airman, LTA-HOP-13 and the following altitudes. Departing traffic will fly at an outbound altitude of 1,500 feet MSL. Arriving traffic will fly at an inbound altitude of 1,300 feet MSL.

Be alert at all times. Maintain a thorough visual scan during taxi and in flight. In addition, develop an ability to picture what is happening around you from radio traffic. Develop and maintain situational awareness.

6.3 Minimum Altitudes and Noise Abatement

The minimum altitude is 500 feet AGL. Except for taking off or landing at approved airports, APSU Campus or Farm, approved community events, and during an aircraft emergency.

In all cases, FARs related to minimum altitudes and all applicable Airman Certification Standards MUST be followed.

No emergency procedure training will be conducted over the City of Clarksville.

Except for takeoffs and landings, maintain sufficient altitude to allow sufficient time to execute a forced landing.

6.4 Emergency Procedure Training

Disclaimer: No practice emergency landings will be conducted unless it is a dual lesson.

No simulated emergency landings will be practiced solo.

All simulated/actual emergencies will be handled using the emergency checklist for the appropriate aircraft if time and conditions permit.

Simulated power failures during take off WILL NOT be conducted in the aircraft, greater than 30 KIAS.

All autorotation training conducted away from Clarksville Regional Airport will terminate with a power recovery at or above 300 feet AGL.

Power recovery during autorotation training, in the Cabri G2, MUST follow Service Letter 19-002. The information is located in the Reading Card file.

Simulated anti-torque failures will be conducted as follows:

• Throttle manipulation will not be conducted, due to loss of rotor speed and/or loss of control.

• High power failures will terminate to a hover after skids contact ground.

• Low power failures will terminate to a hover without ground contact.

6.5 Flight Rules

VFR Flight 

VFR flights will be conducted following 14 CFR Part 91, General Operating and Flight Rules

• Local VFR flights may be conducted without a flight plan

• Cross country VFR flights SHOULD be conducted on a filed flight plan

Special VFR (SVFR)  

SVFR operations will be conducted following 14 CFR § 91.157, which permits aircraft to enter and depart Campbell’s Class D airspace in weather conditions below VFR minimums.

• SVFR clearances are only issued by pilot request.

• SVFR clearances are obtained through Campbell Approach prior to departure or prior to entering the Class D airspace.

• Pilots are responsible for visual separation.

Local SVFR may be authorized by Campbell Approach for aircraft operating within the immediate vicinity of Clarksville Regional Airport.

IFR Flight 

IFR flights will be conducted following 14 CFR Part 91, General Operating and Flight Rules

• Local IFR flights may be conducted without a flight plan.

• Cross country IFR flights SHALL be conducted on a filed flight plan.

• IFR clearances and releases are issued from Campbell Approach.

• IFR flights will adhere to the weather minimums stated in §91.155.

6.6 Formation Flights

Formation flights greatly increase the collision hazard and overall risk associated with any given flight and it should be taken seriously.

Formation flights SHOULD be no more than two aircraft.

Formation flights will not be performed by students.

6.7 Inadvertent Instrument Meteorological Conditions (IIMC) Recovery

IIMC recovery involves recognizing the situation, maintaining control, transitioning to instrument flight, and initiating a controlled climb. The pilot should then adjust power, trim, airspeed, and altitude to maintain aircraft control and comply with the following procedures.

IIMC Avoidance: Before Take Off

The primary means to recovery from IIMC conditions is to avoid all together. This is accomplished by making proper weather decisions on the ground. Poor weather decisions are made during times when Marginal VFR conditions exist, especially at night.

IIMC Avoidance: In The Air

Be alert for and respond to changing weather conditions during flight. Determine enroute decision points (EDP), by selecting a minimum acceptable altitude and airspeed for the flight. If you go below your EDP, do one of the following:

• Turn around

• Divert to better weather

• Land

Respond decisively BEFORE losing visual references

IIMC Recovery: In The Air

Surviving an IIMC encounter requires prior planning, prompt recognition, and immediate action. Survival from an IIMC encounter occurs when the pilot completes the following:

• Admit you are IMC if ONE of these conditions is true:

  • I lack proper visibility

  • I don’t have visual reference to the horizon

  • I cannot control the aircraft visually

• To survive an IIMC encounter, the pilot must:

  • Keep their composure

  • Commit to instruments

  • Maintain aircraft control, by completing the following

    • Attitude – Level the wings

    • Heading – Select a heading to avoid known obstacles

    • Power – Adjust power to begin a climb

    • Trim – Place aircraft in trim

    • Airspeed – Adjust to an appropriate airspeed

  • Follow your recovery plan

  • Squawk 7700 – Only when the aircraft is under control.

  • Contact ATC – Guard is always an option

IIMC Avoidance and Recovery Training

IIMC avoidance and recovery are lifesaving and essential skills for pilots. Train to stay current, competent, and confident in your IIMC skills.

• Train regularly to keep skills fresh

• Train in all aspects of IIMC prevention

• Train for IMC recognition

• Train in the AATD to build experience