Mishawaka Air Activities,
Inc.
Policies and Procedures
All new members, prior to flying an
MAA airplane, must receive orientation for club policies, procedures, rules and
equipment by the Safety Officer or his designee. The Safety Officer will review
with each new member the following:
The Policies
and Procedures Handbook
MAA by-laws
General information including scheduled meetings, MAA projects, and
expectations of member’s volunteer time and talents.
The location of a list of all
members, instructors and club officers
Requirements for check ride
(licensed pilots)
Explanation of the MAA scheduling
system
Explanation
of aircraft squawk
logbooks and grounding procedures
Use of MPC gas card and proper
fueling operations
Location of MAA hangars and
aircraft
Assignment of appropriate keys
Any member returning to flying status
from stand-by status may request, at their discretion, a meeting with the
Safety Officer to refresh any items otherwise covered during new membership
orientation.
II. Member Flight Status and Support to the
Organization
The organization cannot remain
viable without member support. There are numerous things that need to be done:
routine upkeep and maintenance of airplanes, hangar maintenance and
improvements, and other organization business.
Currently the MAA has two membership classifications: "Flying" and
"Stand-by".
In order for a member to qualify for the Flying category (eligible to fly MAA
airplanes), the following criteria is required:
Must have a current medical
certificate (1st Class, 2nd Class or 3rd
Class) and have a current BFR, or equivalent (except student pilots).
Must be current in club charges and must not have been delinquent in payment
more that 2 times in the past 12 months.
Must adhere to the policies, procedures and by-laws of the
organization.
Flying status
members are expected to fly a minimum of 12 hours each calendar year in MAA
aircraft (prorated to include only those months, or partial months, the member
is in ‘Flying’ status in that calendar year) or will be charged the difference
per the C-172 rate minus the average fuel expense
Monthly dues for Flying status members is $32 per month.
Members in the Flying status must
continue to meet the requirements outlined above and support the organization
through volunteered time, talent and energy.
Members who do not qualify or continue to meet the requirements of a Flying
member will be classified as a Stand-by member. Such members shall enjoy all
the rights and privileges of Flying members, except are not eligible to fly MAA
airplanes.
A member may request to be transferred from Flying to
Stand-by status in a letter to the President and will be decided by the Board
of Directors. Any member who is
transferred to Stand-by must remain in this status for a minimum of 60 days
before requesting reclassification back to Flying
status. A member may not transfer in and out of Stand-by status more than once
in any 12 month period.
When a member wants to move out of
Stand-by to Flying status a written request to the President must be given to that effect and will
be decided by the Board of Directors. If
there or no open Flying status positions available, the member making such a
request will be placed on a waiting list. If more that one member wants to move
out of Stand-by to Flying status, they will be placed on the waiting list in
the order the requests are received. As openings develop in the Flying status,
the Stand-by member who was first to request such a move will have the option
to become a Flying member. If that member declines, they will go to the bottom
of the list and the next person on the list will have the option to become a
Flying member. Persons who are already members will have priority over
non-members who may also be on the waiting list to become Flying status
members.
Members in the Stand-by status will pay dues in the amount of $10 per month
beginning with the month following the date of their request and will pay the
regular monthly dues beginning with the month after moving to Flying status.
III. Responsibilities Toward Airplanes
It is always every member’s
responsibility to treat each airplane as if it they were his or her own. Every
airplane should be returned and left in the same type of condition a person
would like to find it the next time it will be used on a flight; i.e. clean,
neat, fueled and ready to go. Any and all issues or concerns must be
appropriately communicated to the Maintenance Officer by telephone and posted in
the squawk section of the scheduling system for the particular airplane.
The following items are every member’s responsibilities:
Check for
any notices on the MAA scheduling system prior to the flight for any special
instructions and/or important messages about the airplane scheduled.
Check or any
airplane squawks prior to all flights to become aware of any issues or concerns
prior members have encountered.
Visually
check the airplane and do a complete preflight inspection.
Do not allow any food or drinks in the airplane that could stain or soil the
interior if spilled.
Smoking is
NOT ALLOWED in any MAA airplanes.
After
returning, clean the airplane as required; i.e. wings, spinner, engine cowling,
windshield and side windows (outside and inside if necessary) and the vertical/horizontal
stabilizer.
Report
issues or concerns in the squawk section of the scheduling system. Significant issues should be communicated
to the Maintenance Officer, club mechanic and the next user via the email
feature on the scheduling system.
Always top
off the fuel tanks of the airplane after returning unless the next user has
asked to leave it low due to their weight requirements.
In cold
weather, plug in the engine heater before leaving the hangar. Electrical
extension cords for each aircraft will be made available in each hangar during
the winter months and this is to be considered the time for cold weather.
Window
Care
Window cleaning kits are in all the aircraft. Please take a few minutes to
review this information and help better maintain the airplane windows.
A. NEVER use
a paper towel on airplane windows. Paper towels are very abrasive and can cause
scratching of the window material. You may use the cloth-like toweling (in the
box) if it is well moistened.
B. Clean
cotton towels may be used to clean the airplane plastic windows. If these are
used DO NOT USE THEM FOR ANY OTHER PURPOSE THAN WINDOW CLEANING. Use one towel
to apply the window cleaning solution to the plastic windows and a second to
wipe clean, after it dries. If there is a dirty cotton towel in the airplane,
do not use it to clean the windows. Discard it or get it cleaned.
C.
NEVER USE A BUG SPONGE
on the windows. These are for use only on the leading edges and other painted
surfaces to remove bugs. Also, in the winter months,
do not use ice scrappers or other devices to attempt to remove frost or ice
from the windows. It will cause scratches.
D. Return
the bug sponge to the special container to keep it away from excess oil in the
cleaning/maintenance kit in the airplane.
Checking Oil
A. When checking oil, NEVER use the white cotton towels if some are in the airplane for cleaning windows. Use a paper towel and discard it immediately after you finish.
B. On the 160 HP 172’s the oil capacity is 6 quarts; add oil when the oil level is at 4 quarts. On the 180 HP 172 the oil capacity is 8 quarts; add oil when the oil level is at 6 quarts. On the 182 the oil capacity is 12 quarts; add oil when the oil level is at 10 quarts. On the Piper Arrow the oil capacity is 8 quarts; add oil when the oil level is at 6 quarts. . The engines have a tendency to “toss out” oil when filled to capacity levels. Remember to check the oil before you start the engine. If someone used the airplane immediately before you, allow sufficient time for the oil to drain back into the oil pan before checking. Before starting a long cross country, fill the engine to its oil capacity.
About
the Pledge
To make bug removal easier from
the leading edges and other painted surfaces, apply a coat of Pledge furniture
polish (in the cleaning kit) to the clean, dry leading surface. After
applying the Pledge, wait a minute or two and then take a clean paper towel and
polish it. This coating will dramatically reduce the time it takes in the
future to clean off bugs and other dirt from the surface.
IV. Responsibilities Toward the Hangars
Treat
the hangars as you would your own garage and property.
Exercise
care moving the airplanes into and out of a hangar.
If
the airplane will be gone most of the day with the return after dark; close the
doors for safety and security of the premises. In general care should be taken
with the hangar doors. Doors to the Maintenance Hangar and the Office Hanger
should be closed at all times when an airplane is removed.
Pick
up loose trash and blown tumbleweeds as the need arises, as this trash can be
blown into the intake of the engine with resultant problems.
Winter
carries along certain care of snow removal. Remove snow as able when so
demanded by the weather.
Mow
grass in the area as needed to maintain a respectful look for the hangar area.
Personal vehicles must not be parked in the maintenance hangar.
If
something is damaged or broken, notify the Hangar Captain.
Smoking
is NOT ALLOWED in any MAA hangar or office.
V. CFI Use, Airplane Use Restrictions
and Pilot Check Out Requirements
CFI MAA
members and non-member CFI’s may instruct flight status MAA members in MAA
airplanes. Unless otherwise approved by
the Board of Directors, students are to use MAA member CFI’s for primary
training. Private Pilot members may use
any FAA approved CFI or CFII for advanced training and bi-annual flight
reviews. If a member has let their
fight review expire, and therefore cannot act as PIC, they must use a MAA CFI
for a bi-annual flight review.
All new members must complete a
check ride by the Safety Officer or, if not practical or timely, another
approved CFI before use of MAA airplanes.
If the Safety Officer is not a CFI, the check ride must be done by an
approved CFI. The CFI and member are to
complete and sign the "Aircraft Checkout and Signoff" form and
forward to the Vice President. Primary
students should complete the form after passing their “check ride” from an
approved FAA examiner and forward to the Vice President.
Primary instruction is
restricted to the 160 horsepower Cessna 172 Skyhawks
(currently N739UE, N739UF and N739UM).
MAA members currently on flying
status and with a minimum rating of Private Pilot may fly MAA airplanes subject
to any further requirements per the following:
Use of the MAA C182 (N6750M)
requires a Private Pilot’s license with a minimum of 100 hours total time.
Also, a minimum of 5 hours dual time and check ride with an approved CFI is
required. The 5 hours of dual time requirement may be waived with proof of at
least 5 hours prior logged time in a high performance airplane.
Pilot qualification
requirements to fly the Piper Arrow (N5028S): minimum of 250 hours total time,
50 hours retractable time, or in lieu of the 50 hours, 10 hours dual time in a
PA-28R-200 airplane to include not less that 15 take-offs and landings. If
qualified from prior experience, only a check ride and CFI approval is
required.
MAA members desiring further
training toward higher ratings in non-club aircraft with any qualified CFI may
be obtained at the member’s discretion. The Safety Officer or his designee must
verify and sign off new ratings prior to exercising the privileges of the new
rating in MAA airplanes.
The Mishawaka Pilots Club (MPC)
is a public use, non-tower controlled airport. The land is privately owned but
the airport is subject to Indiana Department of Transportation laws and the FAR’s.
The airport is shown on the
Chicago Sectional Chart as
The published pattern altitude
is 1800 feet, MSL.
Per the MPC by-laws, members
shall assist in the upkeep of club property. This is a major task requiring the
dedicated effort of all members. Members are expected to volunteer and help out
as much as they can. There is always grass mowing, weed cutting, snow removal,
club house maintenance, field equipment maintenance, runway repairs, etc.
Members are responsible for
maintaining hangars and surrounding areas in a clean, neat and safe manner.
Any damage or destruction to
MPC property caused by careless or illegal action or in violation of any local,
state or federal law or regulation shall become the responsibility of the
member or his/her estate.
All MPC members participating
in flying activities must be eligible to do so and conform to FAR Part 61 of
the Federal Air Regulations. Violators will be subject to termination of
membership.
Flight operations at the
Mishawaka Pilots Club require:
Enter the traffic pattern
whenever possible at a 45° angle on the downwind leg.
Left hand traffic at all times
Use a 45°
left turn when departing the traffic pattern
Runway 21 is the active when
wind is 5 knots or less
Monitor and announce intentions
on the CTAF 122.9 when near and in the traffic pattern
Use the term "Mishawaka
Traffic" when transmitting on the CTAF is preferred. Remember this is a
public use airport and is identified as "
Avoid straight in approaches
BE ALERT. The MPC pattern can
be quite busy at times.
Since the effects of Hurricane Katrina on fuel prices, the
rates are checked whenever there is a fuel cost change. Members can see the rates for each
airplane. They are posted on the flight
scheduling system under the “Resource” menu box. Prospective new members should contact one of
the Board members for current hourly rates of the airplanes
Fuel: Off field fuel will be
reimbursed at the prevailing rate of fuel price charged to the club at the
airport the airplane is based. In order for members to receive a fuel credit, a
copy of all fuel purchases must be sent to the Treasurer within 30 days of the
flight.
VIII.
Scheduling and Canceling Airplanes Use
Effective
December 1, 2005 the Club uses the Internet based system “Schedule Master” by
Time Sync, Inc. Each member is assigned
a “User #” and “PIN #”. The system can
be accessed to schedule an airplane by telephone and Internet.
Telephone: The telephone access number
is: 1-800-414-6114
Before
accessing the ‘real thing’ members may practice on the ‘Phone demo’. The following ‘Telephone Quick Reference’
card outlines the phone system and shows short-cut keys:
Demo Access Number: 1-888-846-3796 x7
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Experience our system first hand, with
a self-guided demonstration. For the Phone demo, use the
‘Telephone Quick Reference’ card that outlines the phone system and shows
short-cut keys. Call the phone number (above), and enter 1001# for both
the User number, and PIN number, when prompted. Follow the voice prompts for
a self-guided tour of our simple and efficient scheduling system. One aircraft is available for
practice scheduling: 1234A, a PA-28, (4 seats). Remember, letters are entered by
pressing the key with the corresponding letter. Use the 7 key for the letter
Q, and the 9 key for the letter Z. Note: Dates are entered as 4
digits, MMDD. Example; April 4th = 0404# Time is entered as 4 digits in 24 hr. format, example; 7AM = 0700, noon = 1200, 11PM = 2300 |
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NOTE: Midnight can be a point of confusion. Midnight (2400) is actually 0000 the next day. Use 2359 for the end of each full day. |
Note: Once you access the phone system using you
own user number, you should record a ‘voice tag’ (your name). Simply hit the 6 key at the main menu and
follow the prompts, and record your name.
You will need to hit the 3 key when finished recording to eliminate any
silence after your name.
The
‘Demo Guide’ is available on the Internet at:
http://www.schedulemaster.com/1stdemo.htm
Internet: For access, point your browser at: http://myschedulemaster.com
Please
check out the “New” button occasionally before you login.
To try
the Internet Demo, use 1001 for both the user number and PIN
number. The same aircraft, 1234A (a PA-28, a 4 place single) is available for
practice scheduling.
NOTE: To
demonstrate the scheduling window function, we have set a limit on scheduling
to 90 days in advance.
There is
also “Training” available on the webpage right after you logon. Just click on the “Training” link that is
located just to the right of the “Logout” link above your name.
Schedule
Master has worked to make the service intuitive and easy to operate. If you
have any questions, please feel free to call 408-414-2200 or 888-846-3796 x222
or by email: support@timesync.com
It is
the responsibility of each and every member to keep their information
(addresses; email and home, telephone number, etc.) and currency (Medical and
Flight Review) in this system up-to-date.
After logging onto the system, there is a menu hierarchy on the top of
the page. When you click on one of the
boxes across the top, a secondary menu appears immediately below it. It details several options that are available
from the item you just selected. For example,
in order to change personal information (medical and BFR dates), click on the
'User' box. When you do this, you'll see
the second row changes and the following items become available: ‘User List’ and ‘User Edit’. Click on ‘User Edit’ and then a THIRD row of
menu items becomes available. On the
third row, click on ‘Status’ and you'll be able to change your Medical and
Flight Review dates. NOTE: Enter the date the item expires,
not the date obtained.
When you
schedule an aircraft, you must put in a start and stop time. If you return early from a flight, you need
to CANCEL the remaining portion of the schedule you didn't use. There are
TWO reasons for this. It immediately frees up the schedule and it allows you to
enter your flight information. If
you do not 'cancel' the reservation when you return before your scheduled time,
you will not be able to enter the Hobbs times, fuel used, ending tach, etc. until the actual time you scheduled as the end
time of your reservation has passed. Put
the total fuel (include any ‘off field’ fuel) in the fuel box and enter the
amount of any ‘off field’ fuel in the Comments box. Be sure to click on the “Save”
box after making all the entries. The
previous ending
Also,
remember you MUST include a reason in the 'Comments' box if you checked the 'No
Flight' box (that is, you didn't fly). You need to explain why you did
not fly.
1. All Squawks will be put into
the ScheduleMaster system
1.1. One type (low or medium
priority) is for members to document any appearance issues to cover themselves
from repair responsibility (e.g. seat cushion torn or soiled from spilled drink
or other issue not from ‘fair wear and tear’).
This type of report is to document the condition of the airplane at the
end of a flight so the member responsible informs the Club of what happened or
before a flight so the member about to take responsibility for the airplane
documents the issue as being found in such condition in case some prior member
did not report it.
1.2. The other type (plane down),
is for items the member feels need immediate attention from the Maintenance
Officer and/or Mechanic.
1.3. Basis for this procedure per
FAR 91.213: “ (a) Except as
provided in paragraph (d) of this section, no person may take off an aircraft
with inoperative instruments or equipment installed unless the following
conditions are met:” “(d) Except
for operations conducted in accordance with paragraph (a) or (c) of this
section, a person may takeoff an aircraft in operations conducted under this
part with inoperative instruments and equipment without an approved Minimum
Equipment List provided –“ (1) The
flight operation is conducted in a –“ (i) nonturbine-powered airplane for which a master Minimum
Equipment List has not been developed
“(2) The inoperative instruments and equipment are not – “(iii) Required
by 91.205 or any other rule of this part for the specific kind of flight
operation being conducted : or (iv) Required to be operational by and
airworthiness directive; and “(3) The inoperative instruments and equipment are
– “(ii) Deactivated and placarded “Inoperative”. “(4) A determination is made by a pilot, who
is certificated and appropriately rated under part 61 of this chapter, or by a
person, who is certificated and appropriately rated to perform maintenance on
and aircraft, that the inoperative instrument or equipment does not constitute
a hazard to the aircraft. “An aircraft
with inoperative instruments or equipment as provided in paragraph (d) of this
section is considered to be in a properly altered condition acceptable to the
Administrator.”
2. Whenever a member pilot
discovers an inoperative instrument or equipment, the following shall be
performed.
2.1. Before a flight:
2.1.1. Enter squawk on the
scheduling system.
2.1.2. Notify the Maintenance Officer by telephone
and/or leave him/her a message on the Flight Scheduling System.
2.1.3. If the member is a
certificated pilot appropriately rated under FAR Part 61 and it is determined
the inoperative instrument or equipment does not constitute a hazard, obtain an
‘Inoperative’ placard sticker and place it on the instrument or equipment (e.g.
may be by the switch if the equipment is a position light).
2.1.4. If the inoperative
instrument or equipment is not required for the specific kind of flight
operation to be conducted, and 2.1.3 above is applicable, the flight may
commence. If the inoperative instrument
or equipment is required for flight operation per FAR 91.205, the flight may
not commence.
2.1.5. If a student pilot discovers
the inoperative instrument or equipment before a solo flight and the CFI is not
on the scene to fulfill 2.1.3 above, the flight may not commence.
2.2. During and/or after a
flight:
2.2.1. Land as soon as
practicable. If the landing is made away
from the home base airport, review Sections IX and X of the Policies and
Procedures before repairs are made.
2.2.2. If the landing is made at
the home base airport complete items 2.1.1; 2.1.2 and 2.1.3 above.
3. Maintenance Officer will
perform the following, as soon as possible, for all reported inoperative
instruments and equipment on the plane Down’ page of the ScheduleMaster
system.
3.1. Verify the inoperative
instrument or equipment is in fact inoperative.
Note: there have been occurrences
when a radio was inadvertently turned off and the pilot was not aware of it or
a navaid is out of service and the pilot was not
aware of it.
3.1.1. If the reported inoperative
is not valid and the instrument or equipment is found to be operative, the
Maintenance Officer or club mechanic or a licensed ‘A&P / IA’ will so note this in the ScheduleMaster maintenance section page.
3.1.2. If the reported inoperative
is valid, the Maintenance Officer will verify that it is properly placard with
an “Inoperative” sticker and schedule repair or replacement as soon as
practicable.
3.1.3. After the inoperative is
repaired or replaced, the Maintenance Officer or club mechanic or a
licensed ‘A&P / IA’ will document on
the ScheduleMaster maintenance section page that the
item has been restored to operative condition and place it in the bottom two
rings of the airplane Squawk Book.
3.1.4. The club mechanic or a
licensed ‘A&P / IA’ will make
appropriate airplane logbook entries.
3.1.5. For communication and
navigation radio issues, the Maintenance Officer will document the repairing
agency’s findings and report of repairs made on the ScheduleMaster
maintenance section page.
3.1.6. At each 100 hours or annual
inspection, all inoperative issues will be corrected and the ScheduleMaster maintenance section page updated..
4. The following from FAR
91.205 for reference (this was downloaded from the FAA Website on 9/18/04; each
member is responsible to comply the latest FAR for all flights):
(a) General.
Except as provided in paragraphs (c)(3) and (e) of this section, no person may
operate a powered civil aircraft with a standard category U.S. airworthiness
certificate in any operation described in paragraphs (b) through (f) of this
section unless that aircraft contains the instruments and equipment specified
in those paragraphs (or FAA-approved equivalents) for that type of operation,
and those instruments and items of equipment are in operable condition.
(b) Visual-flight
rules (day). For VFR flight during the day, the following instruments and
equipment are required:
(1) Airspeed
indicator.
(2) Altimeter.
(3) Magnetic
direction indicator.
(4) Tachometer for
each engine.
(5) Oil pressure
gauge for each engine using pressure system.
(6) Temperature
gauge for each liquid-cooled engine.
(7) Oil temperature
gauge for each air-cooled engine.
(8) Manifold
pressure gauge for each altitude engine.
(9) Fuel gauge
indicating the quantity of fuel in each tank.
(10) Landing gear
position indicator, if the aircraft has a retractable landing gear.
(11) For small civil
airplanes certificated after March 11, 1996, in accordance with part 23 of this
chapter, an approved aviation red or aviation white anti-collision light
system. In the event of failure of any light of the anti-collision light
system, operation of the aircraft may continue to a location where repairs or
replacement can be made.
(12) If the
aircraft is operated for hire over water and beyond power-off gliding distance
from shore, approved flotation gear readily available to each occupant and at
least one pyrotechnic signaling device. As used in this section, “shore” means
that area of the land adjacent to the water, which is above the high water mark
and excludes land areas, which are intermittently under water.
(13) An approved
safety belt with an approved metal-to-metal latching device for each occupant 2
years of age or older.
(14) For small
civil airplanes manufactured after July 18, 1978, an approved shoulder harness
for each front seat. The shoulder harness must be designed to protect the
occupant from serious head injury when the occupant experiences the ultimate
inertia forces specified in §23.561(b)(2) of this chapter. Each shoulder
harness installed at a flight crewmember station must permit the crewmember,
when seated and with the safety belt and shoulder harness fastened, to perform
all functions necessary for flight operations. For purposes of this paragraph—
(i) The date of manufacture of an airplane is the date the
inspection acceptance records reflect that the airplane is complete and meets the
FAA-approved type design data; and
(ii) A front seat
is a seat located at a flight crewmember station or any seat located alongside
such a seat.
(15) An emergency
locator transmitter, if required by §91.207.
(16) For normal,
utility, and acrobatic category airplanes with a seating configuration,
excluding pilot seats, of 9 or less, manufactured after December 12, 1986, a
shoulder harness for—
(i) Each front seat that meets the requirements of §23.785
(g) and (h) of this chapter in effect on December 12, 1985;
(ii) Each
additional seat that meets the requirements of §23.785(g) of this chapter in
effect on December 12, 1985.
(17) For rotorcraft
manufactured after September 16, 1992, a shoulder harness for each seat that
meets the requirements of §27.2 or §29.2 of this chapter in effect on September
16, 1991.
(c) Visual
flight rules (night). For VFR flight at night, the following instruments
and equipment are required:
(1) Instruments and
equipment specified in paragraph (b) of this section.
(2) Approved
position lights.
(3) An approved
aviation red or aviation white anti-collision light system on all
U.S.-registered civil aircraft. Anti-collision light systems initially
installed after August 11, 1971, on aircraft for which a type certificate was
issued or applied for before August 11, 1971, must at least meet the
anti-collision light standards of part 23, 25, 27, or 29 of this chapter, as
applicable, that were in effect on August 10, 1971, except that the color may
be either aviation red or aviation white. In the event of failure of any light
of the anti-collision light system, operations with the aircraft may be
continued to a stop where repairs or replacement can be made.
(4) If the aircraft
is operated for hire, one electric landing light.
(5) An adequate
source of electrical energy for all installed electrical and radio equipment.
(6) One spare set
of fuses, or three spare fuses of each kind required, that are accessible to
the pilot in flight.
d) Instrument
flight rules. For IFR flight, the following instruments and equipment are
required:
(1) Instruments and
equipment specified in paragraph (b) of this section, and, for night flight,
instruments and equipment specified in paragraph (c) of this section.
(2) Two-way radio
communications system and navigational equipment appropriate to the ground
facilities to be used.
(3) Gyroscopic
rate-of-turn indicator, except on the following aircraft:
(i) Airplanes with a third attitude instrument system usable
through flight attitudes of 360 degrees of pitch and roll and installed in
accordance with the instrument requirements prescribed in §121.305(j) of this
chapter; and
(ii) Rotorcraft
with a third attitude instrument system usable through flight attitudes of ±80
degrees of pitch and ±120 degrees of roll and installed in accordance with
§29.1303(g) of this chapter.
(4) Slip-skid
indicator.
(5) Sensitive
altimeter adjustable for barometric pressure.
(6) A clock
displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation.
(7) Generator or
alternator of adequate capacity.
(8) Gyroscopic
pitch and bank indicator (artificial horizon).
(9) Gyroscopic
direction indicator (directional gyro or equivalent).
Reference
FAR Part 91.205 “Powered civil aircraft with standard category
The Club
and all its members respect the right of any member acting as pilot in command,
to cancel a flight for any reason they deem valid, be it weather, equipment, or
personal, without penalty. Retrieving a
stranded airplane is covered in the By-laws. If the airplane is
away from the home base airport, the Maintenance Officer must be contacted
to authorize any repair before repair work is started per the last paragraph in
Section IX above.
Whenever a flight is
cancelled because of an issue with the airplane the member must immediately write
up the issue in the Squawk section of the Schedule Master system and contact
the Maintenance Officer by telephone. If he/she cannot be contacted, call
the Airplane Captain, President
or Vice President in that order. One of
these people will contact the mechanic for review of the condition and arrange
to put a message on the FSS about the situation. If it is determined the airplane is not
airworthy, the Maintenance Officer will ground the aircraft on the scheduling
system and notify the next person on the schedule.
If an
issue is found where the airplane will not function, (e.g. dead battery, inoperative starter
motor, etc.) the above contacting procedure is to be implemented so the problem
can be diagnosed and repaired as soon as possible and members can be notified
of the situation.
Only a FAA certified mechanic can
return the aircraft to flight status after appropriate repair(s) are complete
or declare the condition reported not to affect airworthiness of the airplane.
Only the Maintenance Officer and/or mechanic can change the aircraft status on
the scheduling system back to flying status.
XI.
Airplane Check Out, Fueling and
Returning
Procedure for checking out and
returning an airplane (after checking on weather and other prescribed flight
details required by the FAR’s):
All
airplanes must be reserved for the date(s) and time of day on the
scheduling system.
Check for any messages on the "system" for any messages concerning
the airplane and verify the airplane is "flying" and not
"grounded".
Check the Squawk section in the Schedule Master system for the particular
airplane scheduled to become familiar with any issues identified by other
member pilots before performing pre-flight inspection.
Perform a thorough pre-flight inspection of the airplane. Write down any items
on the M.A.A. Flight Record sheet
to enter into the Squawk section of the Schedule Master system.
If the airplane is not flightworthy, follow the
M.A.A. Grounding Procedure. (Helpful Hint: Verify the "Plane #",
"Starting Hobbs" reading and write in the engine "Oil at the
start of flight" amount (NOTE: This is the amount AFTER adding if
necessary) on the M.A.A. Flight Record. If the airplane does not have a M.A.A.
Flight Record tablet in it, go the office and bring one back and place it in
the airplane.)
If the airplane will be out of
the hangar for more than six hours or overnight, the hangar doors should be
closed and locked. If using the airplane stored in the maintenance hangar or
the office hangar, the hangar doors must be closed as a security measure for
the tools and equipment, even if the airplane will only be used for a short
period of time.
Follow engine start up and
before take off check lists.
After returning to the airport follow engine shut down check list. Both fuel tanks must be "topped off unless there is an arrangement or request with the next pilot scheduled to use the airplane to the contrary. Contact IFC at EKM for fuel. When at MPC the following fuel procedure should be followed.
Follow engine shut down check
list. Both fuel tanks must be "topped off" before returning to the
hangar unless there is an arrangement or request with the next pilot scheduled
to use the airplane to the contrary.
Secure the grounding wire to
the airplane as the first step in fueling the airplane. The exhaust pipe or
wheel-bearing nut are two easily accessible places to attach the clamp without
causing any damage to the airplane.
When placing the ladder by one
of the Cessna airplanes, take care not to scratch or ding the struts or sheet
metal. (Helpful hint: Place the airplane gas card holder on the pilot’s seat to
act as a reminder to return it to its proper place in the airplane after
fueling for the next member’s use.)
After activating one of the
pumps (insert the yellow MAA fuel card with magnetic strip down and to the
left, remove this card and insert the green MPC airplane card also with
magnetic strip down and to the left, enter the member’s MPC PIN number and
press enter, enter the airplane number and press enter, enter the pump number
and press enter) remove the fuel nozzle, turn on the pump by rotating the lever
and fill both fuel tanks to about 1/4" from the fuel inlet being careful
not to spill any fuel on the wing. Be sure to secure both fuel tank caps.
Return the fuel nozzle and hose
to their proper location along with the ladder and grounding wire. (Helpful
hint: Write down the amount of fuel put into the tanks on the M.A.A. Flight
Record.)
Follow start up check list and
taxi back to the hangar.
Follow engine shut down check list.
(Helpful hint: write in the "Ending Hobbs", "Total Hobbs",
"Ending Tach" on the M.A.A. Flight Record.
Write in the "Plane # and "Starting Hobbs" as a courtesy for the
next member.)
After the airplane is in its
hangar, install the wheel chock(s), control surface lock and pitot tube cover/protector. Verify that the transponder
switch is in the "stand-by" position.
Clean up the interior &
exterior of the airplane. Put the seat belts in a neat and uncluttered position
and latch them. Put the shoulder harness belts in their stowage areas. Remove
any trash and personal items. Remove any bugs from the leading edges of the
wings, struts, cowling, flaps and stabilizers. Clean the windshield with the
proper towel so as to not scratch it. If the side windows need it, clean them
also. Leave the airplane in as good a condition as you would like to start with
it.
Latch the right door and lock
the left door. Close and lock the baggage compartment door. When the engine
heater extension cords have been put in place, plug in the engine heater before leaving the
hangar. Close and lock the hangar doors.
Go to the
M.A.A. or IFC office and complete the Rental Time page with all the information
required per above (if you followed the above Helpful Hints, you won’t have to
walk back to the hangar for the "Ending Tach"
or other numbers). for other members of any time remaining in the
reservation. Also, report any squawk
items on the Schedule Master system.
If the
airplane needs any supplies (engine oil, paper towels, cleaning fluids, etc.)
obtain them from the supply room (same key as hangar key) or contact the
Airplane Captain. If the supplies are
getting low, contact the Maintenance Officer.
When leaving, lock the office and hangar
doors.
XII. Long Term Scheduling
Regular
Security of the aircraft while away
from the MPC is the responsibility of the member PIC. The aircraft should be hangared or properly tied down. Any hangar or tie-down fees
are the responsibility of the member PIC.
Each member is entitled to use an
aircraft for one week (7 consecutive days) and one weekend (sunset Friday to
sunset Sunday) in a calendar year. The President, or his designee, subject to
aircraft availability, must specifically approve any additional long-term time.
As with any reservation, a
long-term reservation will be considered canceled 30 minutes after its starting
time if the pilot has not arrived.
Another member’s use under this circumstance is described in the
By-Laws.
When a member expects to have a
plane away from the airport overnight, he/she is expected to leave a note in
the Maintenance Officer’s mail box in the MAA office, stating the name and city
of the destination airport or leave a message for him on the scheduling system.
XIII. Payments
Payments owed by MAA members are due by the 15th of the month following the month they were incurred. Members will receive an email shortly after the end of the month to logon to the Schedule Master system for billing information. The billing amount will have all charges and credits posted for the previous month, as well as dues for the upcoming month.
A delinquent member is a
member who has not paid within thirty (30) days after the close of the previous
month’s billing of dues, charges and assessments.
All delinquent members shall
be denied the privilege of using the Corporation’s aircraft and facilities.
Such delinquent members can
reinstate themselves by paying any delinquent balance owed.
The membership of any member
who is in default in payment of dues, charges or assessments for a continuous
period of ninety (90) days shall automatically terminate and any and all
rights, privileges and previous contributions of such member shall be forfeited
as and for liquidated damages at the discretion of the Board of Directors.
Members who fail to pay their
balances within 30 days of the end of the month will be assessed a 10% late fee
on all outstanding balances.
Objective: To keep all planes flying
in the best possible condition of safety and cleanliness. This will help keep
the planes flying more hours for all club members to enjoy. To accomplish this, periodically (once a week
is the ideal) check their respective airplanes per the following:
A. Keep
on-board consumable supplies stocked as follows:
Engine oil, 3 quarts
SAE 40 (80) winter, SAE 50 (100) summer
Paper towels, square box, these OK for windshield
Paper towels, regular roll, other uses & cleanup
Spray bottle of blue cleaning fluid
Windshield cleaner/wax
Spray can of Pledge
Airsick bags
B. Maintain the following items in
each airplane:
Green gas card
Squawk pad
Pencil
Gust lock
Pitot tube cover
Gas sampler tube
Bug remover pad
Oil fill spout or funnel
Required paperwork; Airworthiness certificate, Registration, POH, Weight &
Balance data
C. Check condition and/or function
of the following:
Tires
Interior and exterior lights
Unreported damage
Brakes
Window surfaces
Radios
How plane was returned by last user
In winter, engine heater plugged in
D. Communicate with Maintenance
Officer and Mechanic:
Oil or other supplies running
low in storage room
Any obvious problems with plane that are unreported
To coordinate Spring & Fall washing/waxing
XV. Procedures for Aircraft at EKM
At the MAA
Membership Meeting held Thursday, August 17, 2001, the club voted to locate
739UM (Cessna 172) and 5028S (Arrow 200R) at hangars at the
Scheduling- To reserve either of these two aircraft, use the
scheduling system exactly as you do for other aircraft. There is no
change in this procedure.
3) Find the Hangar- For your information, we are keeping 739UM in Hangar #18, and 5028S (Arrow) in Hangar #6. You may drive on the apron in front of the hangars, being very watchful for aircraft and other vehicles. DO NOT drive on any active taxiways.
4) Unlock Hangar- Both hangars are secured with padlocks. The combination (padlock combination may be obtained from MAA club officer) is the same for both.
5)
Hangar Doors- The hangar doors shall
be kept closed at all times except for ingress and egress of the aircraft and
when a member is present on the premises. Members may keep their car
inside the hangar while the aircraft is in use. Be careful not to leave
your car outside the hangar where other aircraft (especially LOW-WING planes)
cannot pass along side it. If you will be gone overnight, ALWAYS secure
the hangar and lock it closed.
6) Return to field- When you return to the field, you may contact Indiana Flight Center (IFC) on Unicom frequency 122.95 and request the fuel truck. When you get to the hangar, the fuel truck will fill the tanks, clean the windscreen and put the aircraft in the hangar (if you wish). IT IS STILL YOUR DUTY TO CLEAN AND WAX THE LEADING EDGES and clean out the inside of the aircraft.
7) Record Use and Squawks- Record time and other information per sections VIII and IX above. If you have any squawks to report, you must record them in the scheduling system and telephone the Maintenance Officer and the Plane Captain. The names of these individuals will be found in the scheduling system. You may use the telephone at IFC for this purpose. If IFC is closed, use your computer and/or telephone soon after getting home.
8) IFC Facilities- For your convenience, you may use the facilities at IFC for preliminary flight planning. They have a pilots’ lounge, Duats, and radar weather. Their hours are from 6 a.m. to 7 p.m. (Monday-Friday) and 8 a.m. to 5 p.m. (Saturday and Sunday). If you return to the field when IFC is closed, be sure to call them when they are open and have them go fuel the aircraft. IFC has access to our hangars and aircraft. Also, be sure to check the MAA Scheduling System and let the next person on the schedule know that the aircraft was not fueled when you returned, and that you have left instructions for IFC to fuel. This is important in case the next person will be taking the aircraft before IFC opens.
9)
Other concerns- There may be times when one of the two
aircraft usually kept at EKM may be at MPC for maintenance. When this
happens, it may be necessary to move another aircraft to EKM. When this
is done, it will be noted on the Scheduling System. For this reason, as
well to be informed of any unusual squawks, it is a good idea to check the
Scheduling System before driving to the airport.
Snow removal is primarily done by the Elkhart Airport Maintenance
Department. They will provide this service at no charge if contacted with
enough advanced time. They require at least a 2 hours advance
request to clear snow from in front of a hangar. Their telephone
number is (574) 264-3168 and their hours of
operation are from 0600-2200 hours (6:00 AM to 10:00 PM).
If a member does not arrange for snow removal by the Elkhart Airport
Maintenance Department but rather from Indiana Flight Center (IFC) there will
be a charge of $25.00 each time. Such a charge is the responsibility of
the member ordering this service from IFC.
Moving Fees IFC chargers a $10.00 fee for each time an airplane is
“pulled out” or “put away” from its hangar. Every member is responsible
for payment of such a fee each time this service is requested.
10) Common Frequencies- For your information, the following frequencies should be used when using EKM:
a.Tower – 119.5 (open 6 a.m.- 10 p.m.,
Monday-Friday; 7 a.m.-10 p.m., Saturday-Sunday). After hours, use 119.5
as CTAF frequency.
b. Ground
– 121.8
c. Clearance Delivery- 121.8
d. Unicom-
122.95
e.
Other items- We have a fuel account at IFC for ALL club aircraft. Should fuel at the MPC not be available, you may fuel any club aircraft at IFC.