Operating Instructions

Revised: March 2, 2009

SECTION 1 - GENERAL INFORMATION
SECTION 2 - DUES, RATES and INSURANCE
SECTION 3 - FLIGHT INSTRUCTION
SECTION 4 - USE OF CLUB AIRCRAFT
SECTION 5 - AIRCRAFT SCHEDULING
SECTION 6 - NEW MEMBER REQUIREMENTS and RESPONSIBILITIES
SECTION 7 - MINIMUM PROFICIENCY QUALIFICATIONS
SECTION 8 - CLUB PRACTICES and PROCEDURES
SECTION 9 - WINTER FLYING
SECTION 10 - ACCIDENT and DAMAGE POLICY
SCHEDULE A - BRIEFING ITEMS FOR NEW MEMBERS

SECTION 1 - GENERAL INFORMATION

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, and are therefore an extension of the 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 aforementioned 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 at Solberg Airport in Readington, NJ on the first Monday of the Month starting at 7:30PM. 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.

SECTION 2 - DUES, RATES and INSURANCE

2.1 Dues
All members except those on approved inactive status will be required to pay monthly dues as published in the Newsletter. Members with past due billing will incur an interest charge of 1 ½ % per month on the outstanding balance.

2.2 Aircraft Rates
The current rates are published on the monthly bills.

2.3 Insurance
The Club and all Club members are covered under Blue Sky's fleet insurance policy to the following limits:

Property damage $1 million and bodily injury liability $100,000 each person, $1 million each accident.
Hull damage to the airplane- Current estimated market value of the aircraft with a per incident deductible of $1,000.
Medical Expenses- $3,000 per seat (pilot and passengers).

PLEASE NOTE:

The member involved (PIC) in the 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.
The Board will, on an annual basis, prior to renewal, establish hull insurance limits using AOPA or other industry accepted valuation.

SECTION 3 - FLIGHT INSTRUCTION

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
Only Board Approved CFI’s are permitted to give instruction in Club aircraft.

3.3 Approved Flight Instructors
A. Prior to acting as a flight instructor in any Club aircraft, a FAA certified instructor must:

Be in the active employ of Solberg Aviation Co., a member of The Club, or be specifically approved by the Board.
Have in his/her possession current copies of the POH and supplemental equipment documents for Club aircraft in which he will be providing instruction. (Access to a set of Club specific reference manuals maintained by Solberg Aviation Co. will satisfy this requirement for Solberg instructors.)

B. To qualify to give instruction in the Club complex aircraft, a Board Approved CFI:

Must meet with a Board member to review briefing information to ensure complete understanding of the Club aircraft.
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
Night qualification
Currency training/checks
CFI/CFII

C. Prohibited Activities:

Initial pilot training is specifically excluded.
Spin training or any intentional spin entry is specifically PROHIBITED.

SECTION 4 - USE OF CLUB AIRCRAFT

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, or a Board Approved 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, in order to insure 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 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 shall 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 Solberg Aviation, without the approval of the Maintenance Officer or any Board Member.

If maintenance becomes necessary while a member is at an airport other than Solberg, 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 if flown 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.

SECTION 5 - AIRCRAFT SCHEDULING

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).

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, check the other aircraft reservations to insure 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.

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 note shall be made in Schedule Master to that effect.

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 Solberg 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 associated with the return of the aircraft except the cost of flight fees to return the aircraft to Solberg airport.

SECTION 6 - NEW MEMBER REQUIREMENTS and RESPONSIBILITIES

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 purchase a membership bond, which represents his/her share in the Club’s equity and pay an initiation fee of $750. The current bond is $2,750. The Club will refund the bond (less any outstanding charges) within six (6) months of receipt of resignation or termination, provided the key(s) are returned to a Board member. The Club will retain the initiation fee of $750.

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 or children 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 Cessna Skyhawk and Piper Archer. A POH for the high performance/complex aircraft 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, as long as the maximum active membership, designated in the operating procedures at the time of the status change request, is not exceeded:

All outstanding account balances are paid in full;
Currency requirements, as prescribed in the operating procedures or as required by FAR'S, are satisfied;
Payment of a $200 fee, 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 $200 would not be refundable;
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 Solberg 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.

SECTION 7 - MINIMUM PROFICIENCY QUALIFICATIONS

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 Solberg Staff CFI, or Board Approved CFI before acting as PIC in any Club aircraft. (See attachment A 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. 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 insure 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
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 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 of the following requirements may operate the aircraft as pilot in command:

Has a Private, Commercial, or Airline Transport Pilot certificate;
has a current and effective medical certificate;
satisfies the FAA’s flight review requirements and the Club’s Annual Flight review requirements;
has at least 100 hours of total logged flight time;
has at least the following logged pilot time in the same make and model as the insured aircraft prior to acting as pilot in command:
1. 10 hours if member has less than 50 hours of logged pilot time in retractable gear aircraft; or;
2. 5 hours if member has 50 or more hours of logged flight time in retractable gear aircraft; or;
3. 1 hour if member has 500 or more hours total logged flight time and 100 or more hours in retractable gear aircraft;
has at least 3 hours logged pilot time in the same make and model as the insured aircraft in the preceding 180 days, or has taken and passed a currency check-out in the insured aircraft, and written approval from a Club approved Certified Flight Instructor in the preceding 45 days;
has received a check-out from, and written approval of, a Club approved Certificated Flight Instructor in the same make and model as the insured aircraft.
has one hour with Club safety pilot who is current in the Club’s 182RG.

A member may receive dual flight instruction in the insured aircraft from a Club approved Certificated Flight Instructor to meet these requirements.

Full check out 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.

7.6 Night Flying
Prior to acting as PIC in a Club aircraft at night, a member must meet the following minimum requirements:

At least 100 hours of daytime flying.
At least 10 hours as PIC in Club aircraft.
Three hours of actual or simulated instrument experience in the past two years.
Night solo endorsement from a Solberg Staff CFI, Club Member CFI or Board Approved 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 Solberg Staff CFI or Board Approved CFI (including at least three full stop takeoffs and landings) in a Club aircraft.

7.7 IFR Flight
Each member must meet all FAA requirements for IFR flight, the appropriate IFR currency requirements and all applicable Club requirements.

SECTION 8- CLUB PRACTICES and PROCEDURES

Preflight - The prescribed Club checklist for each aircraft shall be used at all times 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 tiedown rope should be stretched to full length and laid out at an angle (45°) from the tiedown pad to ensure that it is not taxied over when returning to the tiedown. 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 of the nose gear and provides maximum propeller clearance.

Post Flight - Always tie down the aircraft securely. (If you plan to be away from Solberg, check to see that the tie-downs are in the airplane.) Install gust-lock, pitot cover, sun shields. Check for prop damage! Fill fuel tanks if total flown time since the last fill up is more than one hour.

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 are have confirmed that the ground is solid (dry or frozen), do not taxi onto the tiedowns; push the aircraft onto the tiedowns 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.

SECTION 9 - WINTER FLYING

When the temperature is below 15 degrees F., the engine must be preheated. If you must fly, check with Solberg to make arrangements for this service (at the user’s expense) or use the Club preheater located in the Club box at Solberg.
Keep the tanks full to minimize condensation in the tanks. If you fly late in the day, fill the tanks before you park.
Cold starts - If the temperature is below 35 degrees F., prime for 2 or 3 times. When you go to start, be sure the primer is out and full of fuel. When the engine starts cranking, slowly push the primer in. Once the engine has started, be sure to lock the primer.
Avoid using the accelerator pump (don't pump the throttle). Pumping the throttle sprays large amounts of raw gas into the carburetor, which runs out onto the ground or into the cowling. If the engine backfires through the carburetor, there is a high risk of a fire.
If an engine fire starts, follow the procedures described in the owners 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 through inspection to insure its airworthiness.
Don't run the battery down in your attempt to start the plane. A discharged battery will freeze and break its case. The leaking acid from the battery can cause serious damage to the plane. If the plane doesn't want to start, it's telling you something. Listen.
Don't try jumping the battery with your car. (Not even possible in the 182RG's 24-volt system.) If this is done improperly, you will cause serious damage to the aircraft. If you ignore this sound advice, you will be responsible for any resulting damage.
Deicing the planes - Do not use hard scrappers to remove snow or Ice from any part of the planes. Use a soft broom or 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.
Check for frost and/or ice on the leading edge of wings. 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.
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. You can't stop and you can't steer. It’s a frightening experience. To quote the FAA, "if in doubt 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 taxiway. The best time to remove snow from the planes is when it is in the powdered form.
Unless you are have confirmed that the ground is solid (dry or frozen), do not taxi onto the tiedowns; push the aircraft onto the tiedowns 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). If you taxi over soft ground or in snow (which often hides potholes, stakes, rocks, and etc.) you are very likely to damage the airplane.
There will be a few days that will be too cold to start the engine or there will be 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 prospective.

SECTION 1O - ACCIDENT and DAMAGE POLICY

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.

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.
The member acting as PIC at the time of the accident, or incident, is automatically grounded and shall appear before the Board to explain the circumstances.
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.
The member responsible for damage to a Club aircraft shall be responsible for paying 50% of the deductible amount of the insurance coverage.
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.

BRIEFING ITEMS FOR NEW MEMBERS (Schedule A)
Revised: March 2, 2009

Read operating instructions
Demonstrate Schedule Master
Web Site
First Monday evening each month is meeting
Airplane wash and wax are scheduled twice a year, in the late Spring and Fall.
Review 3 reservation limit and only two planes out for entire day at a time (local rule)
Keep planes clean
Fill Fuel if total of one or more hours is used since last fill up – use Philips 66 credit card and/or save receipt if purchased off Solberg property and deduct expense from bill and include receipt
Taxi on grass with full back elevator – slowly if conditions permit - pilot is responsible for any damage as a result of taxiing on grass when the ground is soft.
Check out of Cessna Sklane RG per operating procedures
Cover for planes required if available
Use only approved oil
If any safety feature precludes flight – put note on plane and call Maintenance Officer or any Board member and next person scheduled to fly.
Remember to cancel flight time if not used or finished early
Safety issues: annual flight review (see form); biannual
The Archer and Skylane are keyed alike including baggage doors. Separate key for the Skyhawk.
Discuss recent hours if appropriate (e.g. current in aircraft category being flown)
Don’t lock up brakes - Tell instructors what you would do on a short field approach – no need for heavy braking..
Show proper way to tie down aircraft (show the lock knot). Leave prop in vertical position to avoid water/snow collecting in spinner. Place cowl plugs rope outside prop so that plugs might be “thrown out” if forgotten. Clean up your/anyone’s garbage in the plane.
Reporting time, fuel, oil and squawks in book in plane
Aircraft manuals if needed.
Winter Flying – Don’t scrape the wings – fly another day
GPS Demonstration all planes applicable
Credit Cards (for fuel only) - Phillips 66 card is preferred.

Special Features

N3917M:

Light switches – Panel/radio, Nav lights, Overhead lights
Location of the radio master switch.
Alternate static air location.
Explain alternate vacuum system and location of valve and placards.
Static system drain.
Autopilot explanation.
Intercom – recording capability, stereo/monaural switch and isolate switch.
Garmin 430w and Nexrad - review of system and how it works with autopilot.

N736RE:

Light switches – Outside wing light switch, map light, overhead lights, etc.
Location of the radio master switch.
Alternate static air location.
Explain alternate vacuum system and location of valve and placards.
Garmin 430w and Garmin 396 and how the 430w works with Auto Pilot
Auto pilot explanation.
Audio panel operation
Explain use of the outside air/carburetor temperature gauge
Set Fuel Flow gauge after refueling

N642SP:

Traffic awareness instrument
13 fuel drains
Weight & balance limits
Starting fuel injected engine: hot & cold starts.
Major differences in the King avionics versus the Garmin units in the other aircraft.

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Operating Instructions