BSAA Operating Instructions

BSAA Operating Instructions

Revised: January 2021




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 instructions incorporate Club rules and established procedures for safe flying as well as essential information relating to the Club’s operation. The sections dealing with operation of the aircraft are expansions of Article 8 of the Club Bylaws. The Blue Sky Aviation Association, Inc. is dedicated to safe and economical flying.  The purpose of the Club is to provide its members with the opportunity for recreational flying at a reasonable cost.

1.2 Member Qualifications. 

It is the responsibility of each member to adhere to all applicable FARs, maintain current BFR, current AFR (as detailed in section 7.3), current medical certificate, including BasicMed, and all proficiency and check out requirements detailed in these operating instructions. All members are required to study and be fully familiar with the Pilot Operating Handbook (POH) of any club aircraft in which they wish to act as the Pilot In Command (PIC). Any member that does not meet these requirements cannot operate Club aircraft. All members are to provide documented proof of current BFR, AFR and Medical, if requested by a Board member.

1.3 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 minutes of the meeting. An annual social event-dinner is generally held in November and usually the summer meetings (June, July, and August) are held outside as BBQs.

1.4 Expenditure Approvals. 

As outlined in Article 3 Section 2 of the By-Laws – President and the Treasurer shall review payment for each invoice of indebtedness when the amount exceeds $1,000.00. No purchases can be made in excess of $5,000.00 unless pre-approved by a majority vote of the Board of Trustees.

1.5 Member Monthly Payments. 

As stated in the Blue Sky By-Laws Article 7 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 or Honorary 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 PLEASE NOTE:

  1. Any member involved (as PIC) in an incident will be responsible for 50% of the in-force deductible, irrespective of whether the incident is reported to the insurance carrier or not. The Board reserves the right to charge the member more than 50%, up to 100% of the uninsured cost related to the accident/incident based upon the Board’s investigation of the accident/incident as described in the Bylaws, Article 10.
  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) is permitted to give instruction in Club aircraft.

3.3 Approved Flight Instructors. (See Appendix C)

  1. Prior to acting as a flight instructor in any Club aircraft, a CFI 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.
    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.

  1. Only active Blue Sky members may receive instruction in Club aircraft.
  2. Flight training in Club aircraft shall be limited to:
  • Aircraft orientation
  • Annual Flight Review
  • Biennial Flight Review
  • Instrument rating
  • Commercial certificate
  • High-Performance endorsement
  • Night qualification
  • Currency training/checks
  1. Prohibited Activities:
  • Initial pilot training
  • Spin training or any intentional spin entry


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 an FAA examiner, or FAA Designated Examiner, from giving check rides to active members, a Board Member from acting as PIC with a prospective 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 (“Blue Book”) in each aircraft for the pilot to log the starting and ending Tach readings for each flight. The pilot should ensure that their name and Tach entries in the Blue Book are legible and accurate, and match the Tach reading from the aircraft Tachometer. The PIC must also make sure that the ending Tach from the previous entry in the Blue Book matches his/her starting Tach entry. Any discrepancies should be clearly noted in the Comments section of the Blue Book. Unless clearly indicated in the Blue Book, any discrepancies between the previous pilot’s ending Tach and the subsequent pilot’s starting Tach will be charged to the subsequent pilot. An entry must also be made when oil or fuel is added. Maintenance information must be noted, as indicated in section 4.3 below.

4.3 Maintenance Reporting. 

Maintenance items must be squawked in Schedule Master, be noted in the Blue Book, and the Maintenance Officer must be contacted. If, in the opinion of the member, the aircraft should be grounded, the member should affix a note or tag on the control wheel with the word GROUNDED, make a descriptive entry in the Blue Book with the reason for the grounding including the pilot’s name, date and time. The Maintenance Officer or a Board Member must be contacted as soon as possible. As a courtesy to fellow members, the pilot should also contact anyone who is scheduled to fly the plane within the next 24 hours. Each PIC must check the Blue Book and Schedule Master for maintenance items before starting the aircraft. An aircraft shall not be flown after grounding unless approved for release by the Maintenance Officer or a Board Member. Club members are prohibited from requesting maintenance services from the local maintenance facility, without the approval of the Maintenance Officer or a 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 a 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 any aircraft with fuel tank capacity of 60 Gallons or more). 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 the aircraft can be properly secured at the 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. Courtesy and communication are paramount. Towards that end this section outlines certain specific rules, policies and guidelines. 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 indirectly, 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 must contact a Board member while at the airport and ready to fly. If approved, the Board member, on behalf of the suspended member will make a reservation in Schedule Master, provided a plane is available at that time.

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, the remaining aircraft may not be scheduled for more than four consecutive hours by any Club member.

  • Note: a “full day” is defined as an aircraft reserved for 6 or more hours between 8AM and 8PM in a day.
  • 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, on the day of flight, the remaining aircraft is still unscheduled, a member may reserve/use it for more than four consecutive hours on 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, a member MUST reserve the time for that plane in Schedule Master using the computer or telephone reservation procedure. If a member flies an airplane on the spur of the moment, he/she is still required to make a reservation in Schedule Master so other pilots will know where the plane is and when it will return. No one can fly any Blue Sky plane unless there is a reservation in the name of one of the members actually flying the aircraft listed 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 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 in 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.

When it is known that a reservation will not be used, members must cancel their reservation in Schedule Master so that the aircraft is available for others. Do this even if the weather is bad. IFR pilots may wish to use the airplane. Club members who violate this cancellation requirement may lose reservation privileges.

5.5 Delay on return.

If for some reason a member cannot return the aircraft within the reserved time, the member must attempt to revise the reservation. He/she must determine if other members have the aircraft reserved. If so, it is the pilot’s responsibility to contact all members impacted by the delayed return of the aircraft. If a member cannot return the aircraft to its home airport as planned because of weather or mechanical failure the pilot must contact a Board Member ASAP. If a Club aircraft is not returned due to mechanical failure, the Club will be responsible for costs related to parking/storage of the airplane and costs directly related to the repair of airplane. Flight fees to return the aircraft to its home airport shall remain the responsibility of the member.


6.1 Application for Membership.

A 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 denial 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 probationary for the first twelve months. The Board 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. 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 and Initiation Fee are subject to change by the Board, without notice. The initiation fee is non-refundable. Combination memberships (e.g. spouse living in the same household) additional bonds 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 then 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.

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 using the payment method outlined in Section 1.5 of these Operating Instructions;
  2. Currency requirements, as prescribed in the Operating Instructions or as required by FAR’S, are satisfied;
  3. Payment of a Restoration/Reactivation fee (listed in Appendix A)
  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 policies 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 members and their 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 (e.g., High performance), these Operating Instructions contain special additional minimum 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 currency and 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 Flight Review). 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 the Board responsibility to monitor flying skills or currency. 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 to the Board evidence of meeting FAR and Blue Sky currency requirements, or may be requested to obtain dual instruction, at the discretion of the Board.

7.4 Carrying Passengers.

A member must meet FAR currency requirements 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

Blue Sky operates an aircraft with over 200 horsepower.  Consequently, a member must receive a checkout consistent with other aircrafts and have or receive a high performance endorsement in their logbook by a certified instructor.

7.6 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 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.


Preflight– The approved checklist for each aircraft shall always be used for pre-flight, starting, operating, and post-flight. In addition a preflight should be accomplished with special attention to the following:

  • Check the tach-time/maintenance book (Blue Book) for current time and any maintenance notes.
  • 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.
  • Tail tie down should be removed and placed by one of the wing tie downs if the pilot intends to taxi on the grass into the paved tie down. This eliminates the risk of the tie down being sucked into 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– Club aircraft must always be tied down securely. (If a member plans to be away from the home airport, good planning would ensure that the tie-downs are in the airplane.)  Gust-locks, pitot covers, and aircraft covers should be in place. 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 for any aircraft with fuel tank capacity of 60 Gallons or more).

Damage– Any damage incurred by a Club member on a Club aircraft must be noted in the Blue Book and reported immediately to the Maintenance Officer or another Board member. Failure to do so may result in termination of membership.

Moving airplanes on the ground– The tow bar or tug should be used if available.  Alternatively pushing on the struts, propeller hub (not the prop itself), or leading edge of the wing near the fuselage is acceptable. Unless the ground is solid (dry or frozen), members should not taxi onto the tie downs, but rather the aircraft should be pushed onto the tie downs from the taxiway.  Expensive prop damage can occur on loose or soft terrain. In the event of such damage, members are responsible for 50% of the appropriate deductible listed in effect at the time of the damage – up to 100% of the deductible, and 100% of the non-insured cost, at the sole discretion of the Board of Directors. This is irrespective of whether the damage is reported to the insurance carrier or not.

Low Flight– “Buzzing” or abnormally low-flying without the intent to land is PROHIBITED. Loading or unloading passengers with the engine running is PROHIBITED.


Preheating  If the engine is cold and the temperature has been below 32 degrees F in the two hours prior to the flight, the engine must be preheated. Members may coordinate 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.

  • In the club preheater, the temperature of the air coming out of the preheater can be seen on the gauge and should be kept around 250 and should not exceed 300 degrees. The temperature is controlled with the gas pressure (red knob).
  • If the temperature in the previous two hours was less than 20 degrees, the engine should be preheated for 30 minutes; if the temperature was between 20 degrees and 32 degrees, it should be preheated for 15-30 minutes (If the cylinders feel warm to the touch, that is generally sufficient.).

Keeping the fuel tanks full minimizes condensation in the tanks. If a pilot has flown late in the day, the tanks should be left full. If an engine fire starts on start-up, members should follow the procedures described in the owner’s manual (this section should be read before starting the plane, not after a fire occurs). There is a fire extinguisher in each plane. Members must know where it is and how to use it. In the event of a fire, the aircraft should not be flown and must be grounded until a mechanic has done a thorough inspection to ensure its airworthiness.

Batteries:  Aircraft batteries should not be run down in attempting to start the plane. Each aircraft has battery crank limitations, which should always be observed – summer or winter.  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 start, there is likely some other problem. Aircraft should never be jumpstarted from a car. Automobiles have 12-volt batteries and the BSAA Fleet has 24-volt batteries. Ignoring this sound advice, leaves members responsible for any resulting damage.

Deicing the planes:

  • Members should check for frost and/or ice on the aircraft, with the most critical components being the wings, the leading edges, the elevator and all control surfaces. Further checks 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 props.
  • Pilots should not use hard scrapers to remove snow or ice from any part of the planes. A soft broom (A broom labeled “aircraft only” is hanging in the shed) or soft brush should be used 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, it may be wise to wait for better conditions.
  • Automobile Windshield washer solution may help to remove frost from the airframe and control surfaces but shall NOT be used on the glass, which should never be scraped. The aircraft covers should keep frost off the glass. While the club provides this washer solution in the shed, a wise pilot keeps a gallon available 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 causes damage to propeller seals.  Props should always be treated 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, creating a very dangerous situation. Propellers may be turned in either direction: there is no definitive right or wrong. Pilots must ensure that the key is out of the ignition and leave one blade pointing down to allow drainage.

Snow and ice on the field:  Pilots should stay on taxiways and watch out for snow piles along taxi routes. Low wing aircraft are particularly susceptible to wing damage from ice. Avoiding icy conditions is the best advice. Degraded stopping and steering conditions are dangerous. To quote the FAA, “if in doubt if weather conditions are safe – then they are not”.

  • Members who 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. Users should be careful where the snow blower is directing the snow. Rocks and debris can be picked up that will damage our planes or other planes.
  • Unless a member has confirmed that the ground is solid (dry or frozen), one should not taxi onto the tie downs. EXPENSIVE prop damage may occur.  Members are responsible for 50% of the appropriate deductible listed in effect at the time of the damage and up to 100% of the deductible, and 100% of the non-insured cost at the sole discretion of the Board of Directors, and irrespective of whether the damage is reported to the insurance carrier or not.
  • Pilots should push the aircraft onto the tie downs from the taxiway or use the tug. The solar chargers should always be plugged back in for both the tug and preheater battery, when no longer in use. Taxiing over soft ground or in snow (which often hides potholes, stakes, rocks, etc.) can very likely cause aircraft damage.
  • NOTE: Taxiing across the grass into the tie down at any airport is not recommended for any aircraft owned by the Club unless the member is confident about the stability of the taxing area.
  • There are days that are just too cold to start the engine; there may be too much ice on the planes or a member can’t find someone to help push the plane back. BSAA advises to simply accept this and fly another day. Members are reminded that we do this for fun. To offset these problems, the winter offers some of the nicest flying days of the year. Members should always keep these things in perspective.


The following covers the Club procedures to be followed in the event of an accident or incident. Article 10 of the Club Bylaws covers the member’s financial responsibility and must be read and fully 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 (Blue Book) and report it as soon as possible to the Maintenance Officer or a member of the Board. Failure to do so may result in 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. 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, suspension of flying privileges and required training. Members are responsible for 50% of the appropriate deductible listed in effect at the time of the damage and up to 100% of the deductible, and 100% of the non-insured cost at the sole discretion of the Board of Directors. The member payment of the deductible is irrespective of whether the damage is reported to the insurance carrier or not.


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 and 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 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 the airplane, date, and itemized charges clearly showing fees charged. This information must be provided to the Club 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 administrative charge to the member as outlined in Appendix A.

11.3 Other charges to Blue Sky.

Some airports and/or FBOs make direct charges to the aircraft owner (Blue Sky) based on the aircraft’s tail number. This may include Landing fee, Ramp fee, Airport fee, etc. It is the responsibility of the member landing at these airports to be aware of these charges and notify the Club Treasurer within the 7 day period described in section 11.2 above.

NOTE: The 7 day notification requirement described in this section 11 does not, in any way, constitute permission to incur unauthorized fees with the thought that a message to the treasurer within 7 days will be an automatic “pass” each time thereby avoiding the Administrative charge. Should the Board determine that this is being abused by a member, the Board may assess the charge.