Operating Instructions

Revised: March 2018

1.1 Purpose
These are the operating instructions for the Blue Sky Aviation Association Inc., herein referred to as the Club. These instructions are prepared and approved by the Board of Trustees as authorized by Article 2 of the Club Bylaws. These Operating Procedures describe Club rules and established procedures for safe flying as well as essential information relating to the Club’s operation. Those sections dealing with operation of the aircraft are expansions of Article 7 of the Club Bylaws. The Blue Sky Aviation Association, Inc. is dedicated to safe and economical flying. It must be understood by all members that the purpose of the Club is to provide for pleasure/recreational flying. It is the responsibility of each member to adhere to all current and applicable FARs, maintain current BFR, current AFR (as detailed in section 7.3), current medical certificate, and all proficiency and check out requirements detailed in these operating instructions. Any member that does not meet the requirements cannot operate any Club aircraft. All members are to provide documented proof of current BFR, AFR and Medical, if requested by a Board member.
1.2 Club Meetings
The Club holds monthly meetings on the first Monday of the Month starting at 7:30PM. Meeting location is announced monthly along with meeting notification. Members are urged to attend Club meetings regularly! Any deviation from this schedule must be announced during the preceding monthly meeting and documented in the newsletter. An annual dinner meeting is generally held in November
1.3 Expenditure Approvals
As outlined in Article 3 Section 2 of the By-Laws – President and the Treasurer shall approve payment for each invoice of indebtedness when the amount exceeds $1,000.00. No purchases can be made in excess of $1,000.00 unless pre-approved by a majority vote of the Board of Trustees.
1.4 Member Monthly Payments
As stated in the Blue Sky By-Laws Article 4 Section 12 – Bills are due upon receipt. All members are encouraged to pay their monthly bill via the “email payment process”, or any electronic payment process approved by the Board. All members joining the club or members reactivating their inactive status after March 01, 2018 will be required to pay their monthly bill via the “email payment process”, or any electronic payment process approved by the Board.

2.1 Dues
All members except those on approved inactive status will be required to pay monthly dues as published in Appendix A. Members with past due billing will incur an interest charge on the outstanding balance as outlined in Appendix A.
2.2 Aircraft Rates
The current rates are published on the monthly bills and in Appendix A.
2.3 Insurance
The Club and all Club members are covered under Blue Sky’s fleet insurance policy. Current Insurance information and coverage are outlined in Appendix A
  1. Any member involved (as PIC) in an incident will be responsible for 50% of the in-force deductible. The Board reserves the right to charge the member more than 50%, up to 100% of the uninsured cost related to the incident based upon the Board’s investigation of the incident.
  2. The Board will, on an annual basis, prior to renewal, establish hull insurance limits using AOPA or other industry accepted valuation.
  3. All Club members are responsible for maintaining a current medical, BFR, and AFR. All members are responsible for maintaining a current flight proficiency status as prescribed by current FARs and Club operating instructions. All members are to self-certify and are obligated to keep information regarding BFR, AFR, and Medical information up to date in Schedule master.
  4. Non-member flight Instructors (including Solberg Instructors) are NOT covered by the Blue Sky Insurance policy.
  5. Members are responsible for advising non-member instructors that they are not covered by the Blue Sky Insurance policy

3.1 – General
Members are encouraged to maintain proficiency through regular instruction, ground school and participation in the FAA Wings Safety Program. Working on advanced ratings is also an excellent way to stay sharp and increase flying skills.
3.2 – Flight Instructors
Any CFI with familiarity of the BSAA club aircraft (See Appendix C) are permitted to give instruction in Club aircraft.
3.3 Approved Flight Instructors (See Appendix C)
A. Prior to acting as a flight instructor in any Club aircraft, an FAA certified instructor must have in his/her possession current copies of the POH and supplemental equipment documents for Club aircraft in which s/he will be providing instruction. (Access to a set of Club specific reference manuals maintained by the Board, if any, will satisfy this requirement for any Flight instructors.)
B. To qualify to give instruction in the Club complex aircraft, a CFI:
  • must be qualified to act as Pilot-in-Command of the specified aircraft.
3.4 Flight Training Limitations
A. Only active Blue Sky members may receive instruction in Club aircraft.
B. Flight training in Club aircraft shall be limited to:
  • Aircraft orientation
  • Annual Flight Review
  • Biennial Flight Review
  • Instrument rating
  • Commercial certificate
  • Complex aircraft endorsement
  • High-Performance endorsement
  • Night qualification
  • Currency training/checks
C. Prohibited Activities:
  • Initial pilot training is specifically excluded.
  • Spin training or any intentional spin entry is specifically PROHIBITED.

4.1 General
The Club aircraft will not be loaned, leased or otherwise given to a non-Club member. Non-Club members and inactive members are prohibited from piloting or acting as pilot-in-command (PIC) of a Club aircraft. However, this does not prohibit a FAA examiner from giving check rides to active members, a Board Member from acting as PIC with a prospective instructor member, or a CFI from giving dual instruction to an active member.
No instructor shall give instruction to a non-member in Club aircraft.
Members of the Board are authorized to limit the time any aircraft may be scheduled or to change the schedule after notifying the members involved, to ensure maximum utilization of the aircraft or to perform maintenance.
Prior permission shall be obtained from the Board before any Club aircraft is taken outside the lower 48 states. When such permission is granted the member must verify that Club insurance permits such flights. If not, the member must obtain an endorsement for the flight(s) from the Club’s current insurer, and pay any additional premium required for such endorsement.
4.2 Completing the In-Aircraft Logbook
There is a book in each aircraft for the pilot to log the start and stop tach readings for each flight. Be sure and include your name. An entry must be made when oil or fuel is added, with a tachometer reading. Maintenance information must be noted, as indicated below.
4.3 Maintenance Reporting
Maintenance items should be squawked in Schedule Master and must be noted in the time/maintenance book and the Maintenance Officer must be contacted. If, in the opinion of the member, the aircraft should be grounded, affix a note or tag on the control wheel with the word GROUNDED. Make a descriptive entry in the time/maintenance book with the reason for the grounding, your name, date and time. The Maintenance Officer or any Board Member must be contacted as soon as possible. As a courtesy to your fellow members, you should also contact anyone who is scheduled to fly the plane within the next 24 hours.
Each PIC must check the time/maintenance book for maintenance items before starting the aircraft. An aircraft shall not be flown after grounding until released by a qualified aircraft mechanic.
Club members are prohibited from requesting maintenance services from the local maintenance facility, without the approval of the Maintenance Officer or any Board Member.
If maintenance becomes necessary while a member is at an airport other than the airplane’s home airport, it is the responsibility of the member to contact the Maintenance Officer or any Board Member prior to having the maintenance activity performed. Exceptions to this rule would include having the battery charged, or a flat tire repaired.
4.4 Aircraft Housekeeping
The interior of an aircraft must be left clean without trash and dirt etc. The tanks must be topped off if flown cumulatively more than one hour (2 hours for RE). The aircraft must be left tied down, gust locks in place, cabin covers installed (if available), windows and vents closed, and doors locked.
NOTE: any items or equipment removed from the aircraft that are not secured (e.g., cowl plugs, wheel chocks, aircraft covers, pitot covers), must be stored inside the aircraft regardless of the circumstances/purpose for removal (e.g., local flight, moving/taxiing aircraft, wash and wax, long distance, etc.). Additionally, at destination airport(s) aircraft must be secured as stated above.
When flying cross-country, it is advisable to take the tie down ropes and chocks to ensure that you can tie down the aircraft at your destination.

5.0 General Information
With any flying club, after safety and cost efficiency, the goal of the club is the successful ability to share airplanes. Generally, it means courtesy and communication. In Section 5 of these Operating Instructions, the club outlines certain specific rules and policies that help guide us along the way of courtesy and communication. However, these rules and policies cannot possibly cover every specific aspect of courtesy and communication. The Board asks each member, when considering making a reservation to maintain the “spirit” of sharing these airplanes with the rest of the membership.
Should any member, in the eyes of the Board, openly or “creatively” fail to maintain the spirit of these rules and policies, directly or in-directly, the Board (by majority vote) can elect to suspend that member’s reservation privileges for a specified period.
Such a suspension will have a start date, end date and outline in writing the specific actions that must be corrected by the member to prevent further suspensions.
During the suspension time, should the member wish to fly, he/she would need to contact a board member while at the airport and ready to fly. The Board member, on behalf of the member will make the reservation in Schedule Master.
5.1 Limitations
Local Rule – The Club has a LOCAL RULE that requires at least one Club airplane always be available for local use. When all but one plane is away (or out of service) for the full day (NOTE: a “full day” is defined as an aircraft reserved for 6 or more hours between 8AM and 8PM in a day), the remaining aircraft may not be scheduled for more than four consecutive hours by any Club member. (The LOCAL RULE is waived for Oshkosh week and at other times, as determined by the Board for the needs of the membership). The LOCAL RULE waiver is in effect only if all Club aircraft are participating in the event. Otherwise the above restrictions remain in effect.
Exception to the LOCAL RULE: If the remaining aircraft is available on the same day a member wishes to use the aircraft, he/she may reserve/use the remaining aircraft for more than four consecutive hours on that day (and for that day only).
No airplane may be used or reserved continuously for more than 19 days, or more than two consecutive weekends or parts of weekends. When making an extended reservation, it is the responsibility of the member to check the other aircraft reservations to ensure that the LOCAL RULE will not be violated.
Reservation Limit: The maximum total number of open reservations allowed for each member in a “rolling” 12-month period is three (3). No reservations may be made more than one year in advance.
5.2 Reservation Procedure
In order to fly a Club airplane, you MUST reserve the time for that plane in Schedule Master using the computer or telephone reservation procedure.
If you fly the airplane on the spur of the moment, you are still required to post your reservation in Schedule Master so other pilots will know where the plane is and when it will return. NO ONE CAN FLY THE PLANE UNLESS THERE IS A RESERVATION IN THE NAME OF THE MEMBER UTILIZING THE AIRCRAFT DOCUMENTED IN SCHEDULE MASTER.
5.3 No Shows
All Club members are expected to arrive at the airport at the time they’ve indicated in their advance reservation, unless they have changed their original reservation. Another member may fly the airplane if the first member is more than 30 minutes late for local scheduled flights and one hour late for cross country scheduled flights and has not modified their reservation on Schedule Master. Members taking the plane while an active reservation exists must attempt to call the member. If no contact is achieved, a Board member will need to be reached so that he/she can make the change in Schedule Master as well as document the incident. No member can take a plane under any circumstance unless they are documented in Schedule Master.
5.4 Cancellations
Club members who violate the cancellation requirements of the Club may lose their reservation privileges. When it is known that a reservation will not be used, you must cancel the reservation in Schedule Master so that the aircraft is available for others. Do this even if the weather is bad. We have IFR pilots who may wish to use the airplane.
5.5 Delay on return
If for some reason you cannot return the aircraft within your reserved time, check Schedule Master if possible and revise your reservation. You must also determine if other members have the aircraft reserved. If so, it is your responsibility to contact them or get another member to help you.
If you cannot return the aircraft to its home airport as planned because of weather or mechanical failure contact a Board Member ASAP. If a Club aircraft is not returned due to mechanical failure, the Club will be responsible for all costs (specific to parking/storage of the airplane & and any costs directly related to the repair of airplane) associated with the return of the aircraft except the cost of flight fees to return the aircraft to its home airport.

6.1 Application for Membership
The prospective member shall provide current medical and pilot’s certificates, and logbook(s) for review by the Board.
Prospective members are required to complete all sections of the Blue Sky New Member Application Form. False or misleading information given by a prospective member shall be grounds for declination of membership. If false or misleading information in the application is discovered after membership has been granted, such membership may be terminated.
6.2 Probationary Status
New members shall be considered provisional for the first twelve months. (The Board of Trustees may extend this period beyond 12 months, if they feel individual circumstances warrant.) During the probationary period, a new member may be involuntarily terminated from the Club, and their bond returned (less any outstanding charges) at the discretion of the Board of Trustees. Conditions of the probationary period will be reviewed with each new member during their Club Orientation. During a probationary period, new members are required to attend at least one wash and wax and are encouraged to attend monthly meetings.
6.3 Membership Bond
Upon acceptance into the Club, the applicant must pay the non-refundable initiation fee (listed in Appendix A) and purchase a membership bond, in the current amount (listed in Appendix A), which represents his/her share in the Club. The Club will refund the bond (less any outstanding charges) within six (6) months of receipt of resignation or termination, provided all key(s) supplied by the club are returned to a Board member. The Club will retain the initiation fee.
The bond for new members is subject to change by the Board, without notice. The initiation fee is non-refundable. Combination memberships (i.e., spouse living in the same household) additional bonds (above the primary members bond) shall be 50% of the bond level, in effect at the time the additional member is added to the combination membership. Initiation fee of 50% will be required for second member. However, each member of the combination membership is required to pay full monthly dues. In the event the primary member withdraws from the Club and requests a return of his/her bond, only the 50% share of the bond shall be refundable. The 50% balance shall than be credited to the next remaining member of the combination membership so that a full bond level is retained by one of the combination members.
The new member will receive Pilot Operating Handbooks (POH) for the Blue Sky noncomplex aircraft. A POH for any high performance/complex aircraft in the Blue Sky fleet is to be purchased separately, by the member, should the member desire to fly such aircraft.
6.4 Active Status Restoration
Any member who is on inactive status may restore their status to “active” by meeting the following criteria:
  1. All outstanding account balances are paid in full;
  2. Currency requirements, as prescribed in the operating procedures or as required by FAR’S, are satisfied;
  3. Payment of a restoration fee (listed in Appendix A), that is refundable only on request of the member following four months of continuous active status membership. Should the active status be discontinued prior to the four month continuous active status period or should the account be in default for 90 days, the restoration fee would not be refundable;
  4. At the discretion of the Board.
The Board retains the right to deny any reinstatement for any reason that is viewed to be in the best interests of the Club.
6.5 Club Orientation
Prior to flying any Club aircraft, each new member must arrange to meet with a Board member (or a Board appointed member) at the airport to receive an orientation briefing. Such topics as scheduling, use of reservation/time logbooks, fueling, maintenance reporting and Club policy will be covered. Items covering home airport regulations and procedures will be discussed. Additionally, an aircraft familiarization walk-around will be made with the checklist, for any aircraft that the new member will be flying. Any Club specific items involving the operation of that aircraft will be covered.

7.1 General
The objective of this section is to provide for initial check out in Club aircraft and the ongoing maintenance of minimum proficiency as Pilot in Command (PIC). Some Club requirements are in addition to the FAR’S. They are however, considered to be similar to the requirements that a prudent Fixed Base Operator (or an owner allowing others to use their aircraft) would set in maintaining an acceptable level of safety. Blue Sky’s proficiency standards also mirror the recommendations contained in the AOPA “Guide to Organizing and Operating a Flying Club.” The bottom line is safe flying for you and your passengers. It is the responsibility of each individual member to adhere to all applicable current FARs.
7.2 Qualifying as a PIC in Club aircraft
Each member must obtain CFI check out by a CFI before acting as PIC in any Club aircraft. (See appendix B for new member briefing list) If the Club uses any aircraft requiring any type of endorsement (i.e., High performance/complex, etc.), the operating instructions contain special additional minimums proficiency requirements related to said aircraft.
7.3 Mandatory Flight Reviews
All members must complete the FAA Biennial Flight Review (BFR) and be in compliance with all Federal Aviation Regulations pertaining to their flight proficiency. Additionally, during the off year, each member shall fly with an instructor for purposes of additional training at the discretion of the member and instructor (Annual). The Board reserves the right to request verification of all training/flight reviews and may require, at the sole discretion of the Board, additional training that it deems appropriate to ensure safe operation of the fleet. This is not to be interpreted as a Board responsibility to monitor flying skills.
A member who has not acted as PIC in the category and class of a Club aircraft within the previous six months must obtain dual instruction before acting as PIC in that Club Aircraft.
Any Club member may be asked to provide a Board member with evidence of meeting FAR and Blue Sky currency requirements, or requested to obtain dual instruction, at the discretion of the Board.
7.4 Carrying Passengers
A member must meet the FAR frequency of experience to carry passengers in Club aircraft. Generally stated, the requirement is for three (3) takeoffs and landings within the last 90 days in an aircraft of the same category and class. A member, who does not meet this requirement but has acted as PIC in a Club aircraft or similar aircraft within the last six (6) months, may fly the Club aircraft solo to regain currency in the aircraft.
7.5 High Performance/Complex Aircraft
Blue Sky operates a Cessna 182RG (retractable gear) aircraft with over 200 horsepower, a constant speed propeller and cowl flaps. Because of the complexity, additional qualifications apply to act as pilot in command of this aircraft; Any Club member who meets all the following requirements may operate the aircraft as pilot in command:
A. Member WITH a high performance /complex endorsement, who has not been checked out in the Club’s high performance/complex aircraft must possess a Private, Commercial, or Airline Transport Pilot certificate AND meet the following requirements:
i. If the member has logged less than 50 hours as PIC in a retractable gear aircraft. He or She must:
  1. Have a current BFR, AFR and Medical per FAR’s and Club requirements
  2. Have at least 100 hours of total logged flight time as PIC
  3. Receive a *Full Checkout – high performance/complex endorsement to include 10 hours of dual instruction from a CFI. The 10 hours, may be reduced OR increased at the discretion of the CFI.
ii. If the member has logged MORE than 50 hours as PIC in a retractable gear aircraft. He or She must:
  1. Have a current BFR, AFR and Medical per FAR’s and Club requirements
  2. Have at least 100 hours of total logged flight time as PIC
  3. Receive a *Full Checkout – high performance/complex endorsement to include 5 hours of dual instruction from a CFI. The 5 hours, may be reduced OR increased at the discretion of the CFI.
iii. If the member has logged MORE than 500 hours as PIC in a retractable gear aircraft. He or She must:
  1. Have a current BFR, AFR and Medical per FAR’s and Club requirements
  2. Receive a *Full Checkout – high performance/complex endorsement from a CFI.
B. Member WITHOUT a high performance /complex endorsement, who has not been checked out in the Club’s high performance/complex aircraft must possess a Private, Commercial, or Airline Transport Pilot certificate AND meet the following requirements:
  1. Have a current BFR, AFR and Medical per FAR’s and Club requirements
  2. Have at least 100 hours of total logged flight time as PIC
  3. Receive a *Full Checkout – high performance/complex endorsement to include 10 hours of dual instruction from a CFI. The 10 hours, may be reduced OR increased at the discretion of the CFI.
CLARIFICATION NOTE: Members who have ONLY a complex endorsement OR ONLY a high performance endorsement, MUST comply with 7.5B. Member must have BOTH a complex endorsement AND a high performance endorsement to qualify for 7.5A
7.6 High Performance/Complex Aircraft – Maintaining Proficiency
For a member to continue to act as PIC in the Cessna 182RG, after successfully completing the requirements in Section 7.5, he or she must maintain the following:
1)    Have a current BFR, AFR and Medical per FAR’s and Club requirements
2)    Have logged three (3) takeoffs and landings to a full stop in that aircraft in the preceding 90 days    – OR –
3)    BEFORE acting as PIC of the 182RG – Receive a **Proficiency Checkout in that aircraft from a CFI prior to acting as PIC
*A Full Checkout shall consist of the following:
  • Ground school review of aircraft systems and performance specifications.
  • Flight performance to FAR practical test standards for the rating held by pilot including training for and an endorsement for operating a high performance/complex aircraft.
** A Proficiency Checkout shall consist of the following:
  • Minimum of 1 hour of dual instruction from a CFI, maximum at the discretion of the instructor
  • Included in the dual instruction –  minimum of three (3) takeoffs and landings
7.7 Night Flying
Prior to acting as PIC in a Club aircraft at night, a member must meet the following minimum requirements:
  1. At least 100 hours of daytime flying.
  2. At least 10 hours as PIC in Club aircraft.
  3. Three hours of actual or simulated instrument experience in the past two years.
  4. Night solo endorsement from a CFI, with dual instruction to include a minimum of two hours of local night instruction.
A member who has qualified for night flight but has not acted as PIC within the past six months must obtain night dual instruction with a Board Approved CFI (including at least three full stop takeoffs and landings) in a Club aircraft.
7.8 IFR Flight
Each member must meet all FAA requirements for IFR flight, the appropriate IFR currency requirements and all applicable Club requirements.

Preflight – The approved checklist for each aircraft shall always be used for pre-flight, starting, operating and post-flight of Club aircraft. A preflight should be accomplished with special attention to the following:
  • Check the tach-time/maintenance book for current time and any maintenance notes.
  • Check fuel for color and water, and look in the tanks.
  • Check oil for quantity.
  • Check Propeller for nicks or other irregularity. Check struts and brakes, especially the Piper nose gear.
  • Check for bird and rodent nests – especially during the nesting season. If any material is observed in the engine area the cover must be removed and any material blown out of the cooling fins.
  • Check that all cowl plugs, wheel chocks, aircraft covers, control locks and pitot covers are removed and securely placed inside the aircraft for safe keeping and use at destination airport.
  • Check firmness of the turf before taxiing out.
  • The tail tie down rope should be stretched to full length and laid out at an angle (90°) from the tie down pad to ensure that it is not taxied over when returning to the tie down. This is to prevent it from becoming entangled in and damaging the prop.
Engine run-up – Engines must not be run above the manufacturers recommended run-up RPM during magneto check unless there is a suspected problem. Do not run-up over loose gravel or broken asphalt. A 200-RPM drop during a constant speed prop check is normally sufficient and two cycles is considered appropriate.
Taxiing – When taxiing, apply full up elevator, except in a strong tailwind condition. This takes some weight off the nose gear and provides maximum propeller clearance
NOTE: Taxiing across the grass into the tie down at any airport is not recommended for any low wing aircraft owned by the Club.
Post Flight – Always tie down the aircraft securely. (If you plan to be away from the home airport, check to see that the tie-downs are in the airplane.) Install gust-lock, pitot cover, aircraft covers. Members are required to examine the face of the prop for any damage!! Fill fuel tanks if total flown time since the last fill up is more than one hour cumulatively (2 hours cumulatively with respect to the Cessna 182 RG).
Damage – Any damage incurred by a Club member on a Club aircraft must be noted in the Tach Log and reported immediately to the Maintenance Officer or another Board member. Failure to do so may result in involuntary termination of membership.
Moving airplanes on the ground – Use the tow bar if available or push on the struts, propeller hub (not the prop itself) or leading edge of the wing near the fuselage (Archer). Unless you have confirmed that the ground is solid (dry or frozen), do not taxi onto the tie downs; push the aircraft onto the tie downs from the taxiway. EXPENSIVE$$$$ prop damage may occur if you do. Remember that you are responsible for 50% of the full deductible ($1,000 for taxiing incidents).
Low Flight – “Buzzing” or abnormally low-flying without the intent to land is PROHIBITED. (Following prescribed VFR altitude ceilings in New York airspace or performing practice instrument approaches are acceptable, if done safely.)
Loading or unloading passengers with the engine running is PROHIBITED.

When the temperature has been below 32 degrees F, the engine must be preheated unless the plane has previously been flown within the last two-hour period. If you decide to fly, check with the FBO or maintenance facility to plan for this service (at the user’s expense) or use the Club preheater located in the Shed at the home airport.
  • The temperature of the air coming out of the preheater can be seen on the gauge and should be kept around 250. Definitely, do not go above 300 degrees. You can control the temperature with the gas pressure (red knob).
  • How long to preheat: If the temperature in the previous two hours was less than 20 degrees preheat for 30 minutes; if the temperature was between 20 degrees and 32 degrees preheat 15-30 minutes (If you feel the cylinders and they are warm you should be good to go).

Keep the fuel tanks full to minimize condensation in the tanks. If you fly late in the day, fill the tanks before you park.
If an engine fire starts on start-up, follow the procedures described in the owner’s manual (read this section before you try starting the plane, not after a fire occurs). There is a fire extinguisher in each plane. Know where it is and how to use it. In the event of a fire, DON’T FLY the plane. It must be grounded until a mechanic has done a thorough inspection to ensure its airworthiness.
Don’t run the battery down in your attempt to start the plane. Do not crank the engine for longer than 10 seconds with 30 seconds wait time between each attempt. This will help to avoid starter overheat. A discharged battery will freeze and break its case (batteries cost about $800). The leaking acid from the battery can cause severe damage to the plane. If the plane doesn’t want to start, it’s telling you something. Listen.
Do not jumpstart the aircraft battery with your car. Automobiles have a 12-volt battery and the BSAA Fleet are 24-volt batteries. If you ignore this sound advice, you will be responsible for any resulting damage.

  • Deicing the planes:
    1. Check for frost and/or ice on the aircraft, with the most critical components being the leading edges of the wings and elevator and control surfaces. Further, check for snow and/or ice and water accumulating in the tail cone and spinner – A small amount of ice in the spinner can cause serious vibration stress on the plane and will damage the Constant Speed (C182 & DA40) props
    2. Do not use hard scrappers to remove snow or Ice from any part of the planes. Use a soft broom (A broom labeled “aircraft only” is hanging in the shed) or soft brush to remove powdered or wet snow. Pounding on the skin of the plane to break the ice can cause dents and paint damage. If it’s frozen, forget it. Fly another day.
    3. Automobile Windshield washer solution may help to remove frost from the airframe and control surfaces but DO NOT use it on the glass (remember no scraping). The aircraft covers should keep frost off the glass. While the club provides solution in the shed, it is suggested that you carry a gallon in your trunk in the event none is available in the shed. A sprayer is available in the shed.
  • Propellers: A propeller blade should always point down when tying down the planes. This will allow water to drain from the spinner and not refreeze. Ice in the spinner was consider a cause of damaged propeller seals.
    1. Always treat props as if they are hot – with a mag on or not grounded, moving the prop in the direction it turns when starting could cause the prop to start – BAD THING.
    2. Props may be turned in either direction: there is no definitive right or wrong. Be sure the key is out of the ignition and leave on blade pointing down to allow drainage.
  • Snow and ice on the field – Stay on taxiways. Watch out for piled up snow along your route of taxing. Low wing aircraft are particularly susceptible to wing damage. Avoid icy runways. Especially in cross wind conditions. If you can’t stop and you can’t steer, it’s a frightening experience. To quote the FAA, “if in doubt if whether conditions are safe – then they are not”.
  • Members that can make it to the field soon after a snowstorm with shovels and brooms are in high demand. The snow should be shoveled off the tie down so that planes can be pushed back to the Tie down area. The best time to remove snow from the planes is when it is in the powdered form. A snow blower is provided in the shed. Be careful where the snow blower is blowing the snow. Rocks could be picked up that will damage our planes or other planes.
  • Unless you have confirmed that the ground is solid (dry or frozen), do not taxi onto the tie downs. EXPENSIVE$$$$ prop damage may occur if you do. Remember that you are responsible for 50% of the full deductible ($1,000 for taxiing incidents). Push the aircraft onto the tie downs from the taxiway or use the tug. (Don’t forget to plug the solar charger back in for both the tug and preheater battery, when done). If you taxi over soft ground or in snow (which often hides potholes, stakes, rocks, etc.) you are very likely to damage the airplane.
    • NOTE: Taxiing across the grass into the tie down at any airport is not recommended for any aircraft owned by the Club unless you are confident about the quality of the taxing area.
  • There will be a few days that will be too cold to start the engine, too much ice on the planes or you can’t find someone to help you push the plane back. Accept this. Remember that we do this for fun. To offset these problems, the winter offers some of the nicest flying days of the year. Always keep things in perspective.

The following covers the Club procedures to be followed in the event of an accident or incident. Article 9 of the Club Bylaws cover the member’s financial responsibility and must be read and understood by all members.
Any member involved in an accident or incident, or causing any damage while operating Club aircraft, shall note it in the Tach Log and report it as soon as possible to the Maintenance Officer or member of the Board. Failure to do so may result in an involuntary termination of membership.

  1. In case of forced landing or accident, the aircraft must not be moved, or flown without approval of a Board member. The aircraft must be locked and secured to prevent further damage and vandalism.
  2. The member acting as PIC at the time of the accident, or incident, is automatically grounded (with respect to Blue Sky aircraft) and shall appear before the Board to explain the circumstances.
  3. In the event of an accident or injury to any person, the member acting as PIC shall comply with the NTSB 830 of the FARS. The Club President and Maintenance Officer will assist and will be responsible for the investigation and shall make a full report to the full Board.
  4. The member responsible for damage to a Club aircraft shall be responsible for paying 50% of the deductible amount of the insurance coverage.
  5. Based on reviews of the pilot’s explanation of the incident, the pilot’s credentials (license, logbook, medical, BFR, etc.), and documentation provided to the Club insurance carrier; the Board will determine action relative to the member pilot. Such actions may include, but are not limited to, flight status, training, and recovery of up to 100% of the uninsured costs.

11.1 Credit Card Authorization
The club, under no obligation, may provide in each aircraft, credit/fuel card(s) for the SOLE purpose of purchasing fuel & oil in club planes. These cards are NOT AUTHORIZED for any purchases other than fuel & oil. The ONLY EXCEPTION is in the event of maintenance repairs required away from the home base of operations. In this case ONLY, the use of the cards for the maintenance repairs is authorized with prior approval from a Blue Sky Board Member.
11.2 Inadvertent Un-Authorized Charges
In the event of an inadvertent un-authorized charge (tie-down, landing fee, etc.) the member who used the card is responsible for notifying the club treasurer of the inadvertent un-authorized charge. Notification MUST include a copy of the original receipt with FBO/Airport contact information, N number of airplane, date, itemized charges clearly showing fees charged. This information must be provided to the Treasurer within 7 days of the un-authorized charge.
Failure to notify the Treasurer of the inadvertent un-authorized charge in 7 days will result in an additional penalty charge of $25.00. (outlined in Appendix A – Fees.)
*** NOTE: This does not in any way constitute permission to charge unauthorized fees with the thought that a message to the treasurer within 7 days will be an automatic “pass” each time thereby avoiding penalty charges. Should the Board determine that this is being abused by a member, the Board can assess the penalty.


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