The Businessmen's Flying Club held its monthly meeting on Tuesday, January 4, 2000 at the Naper Aero clubhouse. Flying members Jim Barna, Ken Best, Tom Braid, Mark Clements, Nick Davis, Hubert Elsen, Lonnie Horn, Andrea Hoyt, Matt Kenner, Ken Leibach, Tom Lechner, Mike Pastore, Bert Toppel, Ed Vogler, Jim Williams and Reza Zarafshar attended the meeting. Wait list members Carl Price and Rich Widdicombe were present and we were pleased to welcome Kelly Collins who took his check ride with Bert Toppel after Thanksgiving and has joined our waiting list.

The meeting was called to order by President Mark Clements at 7:30 PM. There were no minutes since our last gathering was the Christmas party.

Total expenses were $7,466.43 for November and $3,654.09 for the month of December. The cash loss for the month was $19,027.42. The reserve surplus at the end of December was $82,488.28

The details of the Treasurer’s Report for November and December may be found at the end of this newsletter.

TBO -- engine time between overhauls

TMOH -- engine time to major overhaul

150: The 150 was scheduled to complete its annual inspection on January 5^th. Lumanair has reported no extraordinary problems and engine compression is high. There were some problems with engine baffling, frayed seatbelts and other minor items. There were a total of 13 squawks and we asked them to investigate the left turning tendency that many of you have noted in cruise flight.

172: The annual inspection for 739TU is scheduled to begin on January 31^st. We hope to have the plane back in service for the weekend of February 5^th and 6^th. The VOR heads had been calibrated at J&A Aircenter but #2 is still 6 degrees off. (It appears that #1 is indicating correctly.)

Later in the month, we took the plane back to J&A and they looked at the audio panel and the VOR heads. They could do nothing with the radios themselves because the radio manufacturer does not provide maintenance manuals. J&A has given us a loaner radio so that we can send the units, one at a time, back to Michael Avionics. Mark has sent the first radio back to Michael and we’ll wait to hear if they find anything. Squawks have included:

1. Variable intensity of the displays of both #1 and #2.
2. Matt Kenner reported that the flip flops did not function on #2.
3. Ray Kvietkus and Reza Zarafshar were flying in IMC when they experienced an intermittent power loss on #2 (cycling the power brought the display back on.)
4. DME went out on #1 when Mike Pastore was flying. DME was correctly displayed on #2 and functioned on #1 when the switch was flipped again. Bert Toppel and Don Patterson got no DME indication when flying the Lewis University Localizer approach.
5. ATC complained that the radio was broadcasting on three frequencies simultaneously and on another occasion they couldn’t hear a transmission when Matt Kenner and Mike Pastore were practicing instrument flight.
6. Volume is scratchy or sticky on #1 and certain positions seem to cause the radio to malfunction.
7. Radio problems were also affecting the ADF due to the wiring harness leaking electrical noise.

The 172 is now using regular 5W50 aviation oil and oil changes are back on the standard 50 hour schedule. The tach light has been repaired. It was noted that our oil leak must be very slow and the oil pressure was high on takeoff. The nose strut was low again and the tires needed air. There is a compressor in the hanger for this purpose. To use the compressor, shut the valve on the bottom of the unit and adjust the knob for constant pressure output. To check results, we keep an air pressure gauge lying on a cross member support on the North wall.

182: Our new 182S: N415RC – S/N 80302 should be in the north hanger by Saturday morning, January 29^th. It was owned privately and based in Virginia Beach, Virginia. Vice President Nick Davis arranged for two free passes on United for Mike Pastore and Mark Clements to fly out to Virginia and ferry the plane to its new home in Naperville. It has a three blade prop, leather seats, IFR GPS, ADF and a two axis autopilot. Its airworthiness certificate was issued in July of 1998 and there are approximately 200 hours on the airframe. You can reserve the plane as 44WW on the reservation system for the time being. Schedule your check ride with your favorite instructor today!

John Gutt with Magnus Aviation has provided the following list of helpful hints to transitioning pilots:

Pre-Flight

Avionics cooling fan – check audibly

Test annunciator panel

Baggage door locked for flight

Drain all five wing tanks once per day

Make sure to tap the valves to prevent leaking

Engine oil – No less than 6 qts. No more than 7 qts for local flights and 8 qts. for cross-country flights

Don’t slam the doors

Know how the door handle works

Seat belts- One swift movement forward then over lap

Seat belt down or buckled when entering or exiting aircraft

GPS basic functions (Of course, now we all need to learn GPS instrument approach procedures.)

Intercom basic functions

Radio basic functions (Bendix King!)

Auto-pilot basic functions and circuit breaker

Starting Engine

Use the Cessna check list – Don’t think you know better (read what it says.)

Do not use electric fuel pump when starting. In fact, it should not be turned on when the en gine is running unless the main mechanical fuel pump fails.

Any time the words "Mixture Rich" are noted it means a finger width out.

When the enigne is hot and it seems like there is no fuel flow, the engine is probably flooded.

RPM should be between 800 and 900 at idle. Less RPM will show the low voltage light annunciator.

Normal operating voltage is between 27.8 and 28.2. Indication of less voltage in flight means there are electrical problems.

Takeoff

Right rudder trim adjustment as needed.

Smoothly add power, not forcefully.

19 Gal/hr on takeoff roll unless otherwise needed (for high altitude check placard.) This setting is good for 500 – 2000 ft. MSL.

If CHT is above 395 degrees, open cowl flaps a few clicks at a time to reduce the temperature to between 325 and 395.

Vr is 60 KIAS; Normal climb is 95 KIAS

At 500 feet, reduce power to 25" manifold pressure and 2400 RPM.

EGT not to exceed 50% of scale during climb. Adjust fuel flow by enriching the mixture to reduce EGT.

Cruise

RPM 2350 – 2400 (This means that you never really have to adjust propeller pitch.) Never allow RPMs below 2350 for cruise flight.

Power 15" to 23" manifold pressure.

Left rudder trim will be needed.

Fuel flow per specs and not more than 75% of scale on the EGT meter.

Leaning can also be accomplished with normal techniques. Set fuel flow 50 degrees cool of peak (two lines) for best results.

If the CHT gauge exceeds 395 degrees, open the cowl flaps a few clicks at a time to get the temperature under control – between 325 and 395.

Descent

Power reduced to 21" then work toward 19" manifold pressure. Propeller control should be full forward.

Limit descent rates to 500-700 feet per minute.

Don’t venture into the yellow arc.

Leave the fuel flow alone until leveling out.

If needed: 19" and 2200 RPM will allow the airplane to dive above 700 feet per minute but be careful to keep airspeed out of the yellow arc.

Pattern

If trimmed properly, the aircraft should fly itself around the pattern.

Entering downwind: Power 19" at 2400 RPM.

At speeds less than 120 KIAS add 10 degrees of flaps.

Use pitch and power to control the speed – not the flaps.

Abeam touchdown point: Power 15", GUMPS check, at speeds under 100 KIAS add 20 degrees of flaps.

On final: Add full flaps below 80 KIAS. Normal approach speed is 65 – 70 KIAS.

On the ground: Use elevator back pressure to act as a speed brake on the ground. Go easy on the brakes, they are very sensitive and will burn flat spots in the main tires very quickly.

Go Around: Apply power smoothly and be ready to add right rudder.

Securing the Aircraft

Throttle back to 900 RPM.

Turn off all electrical switches except the beacon light, then cut the mixture.

Install the control lock.

Change fuel selector to "Right."

Close all vents.

Last April, the membership approved the purchase of a new plane. The sale did not close after problems with the perceived value of 44W were discovered and sharply increased insurance costs were quoted at the last minute. In September, the board decided to look at the entire strategic plan for the club. The board assigned Mike Pastore to establish the basis of a strategic plan. Additionally, the board came to a consensus on a new process of change for the club requiring a 2/3 majority of members voting to approve a major capital expenditure over $40,000.

The board met in early December to gain consensus for future aircraft needs of the club. The concepts of Mission Statement, aircraft rental rate guidelines, membership configuration, aircraft configuration, aircraft term of service, membership initiation deposits and 182 replacement was discussed. President Mark Clements drafted and read the following "Motion for Vote":

"The Board of Directors of the Businessmen’s Flying Club hereby moves to adopt the following business strategies and operating specifics as presented below:

Mission Statement

To make available to the members of the Businessmen’s Flying Club Inc., a not-for-profit social group, a fleet of aircraft for personal use, which offers the safest possible flying environment at the lowest practicable price.

Aircraft Rate Guideline

Aircraft rental rates and monthly dues shall be guided by the following formula: The average FBO rate times 2 should equal the BFC monthly dues plus the BFC aircraft rental rate times 2. This provides a 2-hour "breakeven point" to the member. Anyone flying more than two hours per month will fly more economically with the BFC than with an FBO. Rates will be evaluated on an annual basis, with data obtained from FBO’s within a 15-mile radius of LL10 if possible. BFC rates can be adjusted annually as deemed necessary by the Board of Directors to maintain parity with the local aircraft rental market.

Membership Configuration

The membership configuration shall be changed to a two-tier membership. The new Class One member would have access to the base aircraft. The new Class II members would be limited to eight members to prevent dilution of the Class Two equity.

Aircraft Configuration

The fleet shall consist of a minimum of three aircraft classified as follows:

One high performance, four place airplane intended to offer the highest practical useful load, range and speed for long distance cross-country use. The airplane should have current avionics technology, full IFR equipped, Storm Scope (or equivalent) equipped.

One intermediate performance, four place airplane(s) intended to offer good general utility for both local and cross-country flying. The airplane should be full IFR equipped with current avionics technology.

One two or four-place primary trainer airplane, intended to offer the best value for training or for local or cross country flights. The airplane should be VFR equipped.

All aircraft shall maintain continuity in flight characteristics, and shall be generally suited to the abilities and skills of the general membership. The aircraft shall be high wing and complementary with ground effect landing techniques and fuel tank management. The aircraft will be tricycle fixed gear. The aircraft shall be of a low wing load configuration and all metal construction suitable for outdoor storage. All aircraft shall have landing flap systems.

Aircraft Term of Service

Aircraft airframe age shall be limited to 4,000- 5,000 hours in order to maximize resale value, minimize maintenance costs and minimize the risk of structural failure.

Membership Initiation Deposit

The new two-membership configuration shall be in effect on the first of the month following membership approval. Only existing members will be asked to pay the increased deposit and given the opportunity to establish monthly payments. A non-refundable interest rate amount is planned at 10% and will be added to the principal payment. All other new members shall invest the full deposit at the time of their membership approval. All other new members shall invest the full deposit at the time of their membership approval.

New Class One Membership (Total) Deposit $1,500.00

New Class Two Membership (Total) Deposit $3,750.00

Class 182 Replacement

The membership shall approve and appoint the Board of Directors to negotiate the purchase and secure financing of a suitable replacement aircraft for N44WW. The purchase price and related cost shall not exceed $210,000."

This motion was mailed to the membership on January 10, 2000 and voted at a special meeting on January 18^th. This special meeting provided an excellent forum for discussion of the question but the votes were not considered official because there was some confusion regarding the counting of proxy votes. A re-count was not possible because there were no names on the ballots submitted by members. A session to re-vote the question was scheduled for Sunday afternoon January 23, 2000.

The motion carried with a vote of 28 for the motion and 14 against.

There was no new business discussed.

Nick Davis has been busy with 727 training in Denver before assuming his captaincy.

I received a nice note from Chris Sims before Christmas and he had some exciting news:

"I have a completed my training on the Boeing 757 / 767 and have obtained my ATP with the 757 / 767 type rating. My license information should read ATPCFIAIFE.

As for the Christmas party, I will be out of the country again. This new assignment has kept me even busier than I was before. I am presently based out of New York-JFK airport and fly to Europe and South America. In fact, I will be back in Sao Paulo, Brazil the day of the party. My routes consist of JFK to London, Amsterdam, Brussels, Dusseldorf, Paris, Caracas, Sao Paulo, Rio de Janeiro, Buenos Aires and Montevideo. We fly the "stretched" 767-300 on all of these routes and usually have very long layovers to go exploring."

Chris is anxious to get back to some club meetings and swap flying stories and fly the new 182.

The BFC refreshment list was created as another way of recognizing special achievements. Criteria for membership vary with the length of the list. The person scheduled for refreshments should bring beverages and desert to the club meeting. If unable to attend, he or she should arrange to trade meeting dates with someone else on the list.

Joe Weston February, 2000

Nick Davis March, 2000

Hubert Elsen April, 2000

Hubert Elsen May, 2000

There were no membership changes at the last meeting.

Membership waiting list:

Craig McCormack

Andree DeSas

Anthony Marchechi

Carl Price

Richard Widdicombe

Kevin Brady

Kelly Collins

Winter snow removal starts at accumulations of 2 inches measured near the gas pumps. Thus plowing could start during or after a snowstorm. We now hire a specialist in airport snow removal who carries a $5 Million liability insurance policy. As more complex aircraft begin to be based at the field, the Naper Aero club may reduce the accumulation level to 1 inch or maybe even "clean and dry."

A request was made that the 150 be re-filled after a lesson with 6 gallons of fuel since a lesson usually lasts for an hour. Delays filling the tanks on the front end of scheduled lesson times make it difficult for club instructors to honor commitments to the next student who may be waiting at the field.

The Businessmen's Flying Club will hold its next business meeting on Tuesday, February 1, 2000 at 7:30 PM at the Naper Aero clubhouse.

New Airplanes

By Mike Pastore

The pending acquisition of a replacement for 44WW has been a traumatic experience for all of us. There are many opinions (45 to be exact) about what is the best move for the club. Do we buy new, used, new used, cheap, expensive, loan, no-loan, 182, 172, 152, high wing, low wing, Warrior, Bonanza, retract or fixed, duct tape or no duct tape...forget the color choices!

Throughout it all, there are a few fundamental truths that all of us would concede. First, we need a third aircraft. Having 66188 and 739TU alone just doesn't cut it. Second, the plane we buy should be safe. Third, the plane we buy should be able to actually get off the ground under it's own power.

The circumstances we're confronted with are unique. Never before has the club been in quite the same situation. Specifically, there are no low time, 5 year old 182's to be had. We can get a low time 20 year old airplane....or 30 year old antique. But, the sad truth is that we cannot go out and buy a good, clean, "cheap" 182 built within the past 15 years or so.

The question then becomes - do we buy an expensive "OLD used" airplane, or an expensive "NEW used" airplane. There's no doubt that the cost of a "new used" mount is a little scary. The reality of it is, however, that the differential cost between a comparably equipped good "old used", and good "new used" is not that great. After all, the used airplane prices are driven by the new airplane prices - just like houses, cars, and furs.

When we vote, we need to keep it all in perspective. The board is proposing a $55/month dues structure, with a two tier refundable deposit of $1,500 and $3,750 (Tier I and II respectively). The plan also calls for a rate structure of $40, $50, and $65/hour - wet off the tach. This will get us a "new used" 182 and eventually a "new used" 172 to replace 66188. This seems like a lot of money, doesn't it? It is for my pocketbook (ask my ex-wife - she'll tell you .)

I stopped by Scott Aviation at DuPage the other day. There was a big sign hanging from the building - "RENT A NEW 182 HERE." I just couldn't resist the urge to check it out. The people there are very nice. The planes look great. I for one wouldn't hesitate to rent from them. It seems that Scott Aviation just restructured their rental services into a "club" know as "Scott Aero Club" (go figure).

Here's their deal - $350.00 nonrefundable deposit, $35.00 per month dues, $60/hour for an "old used" 172, $74/hour for a new 172, and $108/hour for a new 182. These rates are wet off the HOBBS. Rules at Scott:

1. VFR minimums 5 SM and 3,000' Day, 6SM and 3,000' Night.

2. A minimum of 3 takeoffs and landings every 60 days. If currency has lapsed, you have to demonstrate competency with a club instructor before you can rent

3. Three hour minimum rental for all day (over 10 hours) during weekdays, and four hours per day for the weekends. Yes, I know we have a similar rule, but it's rarely enforced.

Let's look at a month’s worth of flying, say 2-hours worth in the 182. With the BFC it'll cost you $52/hour (using an 80% tach to hobbs ratio) plus $55 in dues. Total - $159.00 Scott Aero: $216.00 for rental plus $35.00 in dues. Total - $251.00

If you fly for just 2-hours in the BFC 182, it'll cost you 37% less, for a savings of $92 bucks a month. If you fly 2 hours each month for a year, the savings with the BFC is a whopping $1,104.00!Looking at the newer 172, the costs work out to $135.00 for the BFC Vs $183.00 for Scott. A savings of $48.00/month (26%) or $576.00/year!

I should send a copy of this analysis to my ex-wife and get her off my back! At 87 hours of flying last year, look at all the money I saved with the BFC!

- Mike Pastore