The Businessmen's Flying Club held its monthly meeting on Tuesday, March 7, 2000 at the Naper Aero clubhouse. Flying members Jim Barna, Bryan Barus, Ken Best, Gerald Bloodsaw, Tom Braid, Mark Clements, Nick Davis, Hubert Elsen, Matt Forsberg, Mike Goin, Andrea Hoyt, Matt Kenner, Ray Kvietkus, Mike Leavy, Tom Lechner, Jack Lindquist, Craig Matteson, Mike Pastore, Don Patterson, Carl Price, Chris Sims, Bert Toppel, Ed Vogler, Jim Waugh and Jim Williams attended the meeting. Inactive member Tom Dieschbourg rejoined the active membership during the meeting. Guest Skip Meyers attended the meeting after hearing about the BFC from our website.

The meeting was called to order by President Mark Clements at 7:30 PM. The newsletter was approved as the minutes of the last meeting.

Total expenses were $45,610.31 for February. The reserve surplus at the end of the month was $20,344.29

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

SMOH -- engine time since major overhaul

TBO -- engine time between overhauls

TMOH -- engine time to major overhaul

150: The chain on the fuel cap is not connected to the tank. Hubert Elsen will attempt to fix this. The rotating beacon is out and the nav light was operating intermittently depending on rudder position. Don Patterson also noticed this condition and fixed the problem by adjusting the fuse holder.

172: Mike Pastore reported that the mysterious oil leak was finally traced to a faulty fitting around the tach cable. The landing light is out again. It appeared to have moisture inside the bulb. The landing light rocker switch was replaced with the last $144 repair. Matt Kenner will check to see if this repair would be covered under warranty. The radio needs to have a VOR check performed over a fixed landmark (since we have only one radio at the moment) before it is current for IFR flight. Our second radio will hopefully be returned in two weeks. The avionics shop is still waiting for parts from Michael.

Mike Pastore experienced an excessive RPM drop when checking the mags on run up. Mark elaborated on the procedure to clear the spark plugs of contaminants. First switch to the position with the large RPM drop. Then, at 1700 RPM, lean the mixture until the engine falters and then push the mixture control forward to full rich. Switch to the "Both" position. At 2000 RPM begin to lean the mixture until the engine falters. This raises the plug temperature allowing them to burn off contaminates. Next, go to full rich for takeoff.

Jack Lindquist reported that the seat rails seem loose on the pilot’s side. Jack also reported that many members seem to be forgetting the "golden rules" of BFC flight.

All pilots should:

1. Replace oil used and discard used containers and used paper towels.
2. Replace supplies in the planes from the green cabinet.
3. Clean bugs from the wings, struts, and fuselage. Clean windshield with wax or special Plexiglas cleaner.
4. Secure plane in the hanger if no one arrives while you are at the pumps. The next guy may not be coming.
5. Record gas, oil and flight hours in the log. Don’t take the gas key to Atlanta. (I’ve done that!)

182: The autopilot was removed for compliance with a recently issued service bulletin. Apparently there is a large backlog so it may be out for two more weeks. A new oil change placard has been added and Mike Pastore will create a flight kit with paper towels, oil, oil funnel, windshield cleaner, and a tripod. We also have a new fuel strainer, which among other things will alert pilots to the presence of contaminants in the fuel. This will also allow us to drain all of the fuel ports and return the fuel to the tank after inspection.

The front passenger seatback is reclined to far and will need to be repaired. Mike urged caution putting this 29 foot long plane in the hanger. A 30-knot wind caught the door as he was pulling it along the tracks and hit the spinner. Bert Toppel recommended guiding the hanger doors from inside to avoid this problem. Mike has removed the second layer of wood on the chocks to clear the fairing. Now, he plans to move them back 5or 6 inches to keep the spinner a little further away from the hanger door. It was suggested that we could get a foam cover for the spinner to help prevent damage. Mike will check into this.

The vent on the pilot’s side needs to be repaired. It is easy to over-tighten when closing the vent and stripping off the threads. Please be careful to just barely hand tighten these vents!

Cessna 182S Information Manuals are available. Be sure to ask for one when you check out in the plane and Ray will bill you.

The 182 is equipped with very effective brakes. So effective, in fact, that we’ve already worn off flat spots below the tread on the tires. Please be careful – if you’re landing that fast just go around. Bert reminds us that you can’t easily inspect the tires with the fairings in place. Chris Sims recommends that you keep your heels on the floor and just your toes on the rudder pedals.

We approved the purchase of a used DME and a basic Strike Finder at the meeting. These will be installed soon.

Fill the fuel only to the tabs – 65 gallons. Bert has calculated that is possible to go out of forward cg limits with two pilots and full fuel in this airplane. There are tabs that extend 2-3 inches into the filler neck to guide you. You may need to run into the hanger to grab the taller stepladder to see the tabs. Switch the fuel selector to "Left" or "Right" to avoid cross-feeding fuel. If you’re travelling, you can tell the lineman to put in just the required quantity by reading the fuel gages. They are very accurate in this plane.

The audio panel knob has been returned to its normal position. This knob has no twist function. It is only a "push on" or "pull off" switch.

The cover plate for the auxiliary power connection will be replaced and painted to match the airplane.

I have found the 182 to be very difficult to start. With that in mind Mark Clements has assembled the following starting guidelines.

"In cooler weather, the engine compartment temperature drops off rapidly following engine shutdown and the injector nozzle lines remain nearly full of fuel.

However, in warmer weather, engine compartment temperatures may increase rapidly following engine shutdown, and the fuel in the lines will vaporize and escape into the intake manifold. Hot weather starting procedures depend considerably on how soon the next engine start is attempted. Within the first 20 to 30 minutes after shutdown, the fuel manifold is adequately primed and the empty injector nozzles will fill before the engine dies. However, after approximately 30 minutes, the vaporized fuel in the manifold will have nearly dissipated and some priming could be required to refill the nozzle lines and keep the engine running after initial start. Starting a hot engine is facilitated by advancing the mixture control promptly to 1/3 open when the engine fires and smoothly to full rich as power develops.

Should the engine tend to die after starting, turn on the auxiliary fuel pump temporarily and adjust the throttle and/or mixture control as necessary to keep the engine running. In the event of over priming or flooding, turn off the auxiliary fuel pump, open the throttle from ½ to full open and continue cranking with the mixture full lean. When the engine fires smoothly advance the mixture control to full rich and retard the throttle to desired idle speed.

If the engine is under primed, (most likely in cold weather with a cold engine) it will not fire at all and additional priming is necessary.

After starting, if the oil pressure gage does not begin to show pressure within 30 seconds in the summer and approximately one-minute in very cold weather, stop the engine and investigate. Lack of oil pressure can cause serious engine damage.

Recommended starter duty cycle: Crank the starter for 10 seconds followed by a 20-second cool down period. This cycle can be repeated two additional times, followed by a 10 minute cool down period before resuming cranking. Repeat cranking procedures listed above one more time. If the engine fails to start, an investigation to determine the cause should be initiated."

Additional discussion revealed that the "Flooded Engine Starting Procedure" was a good last resort. In fact, if the engine will not start, intentional flooding may do the trick.

1. Mixture full rich
2. Fuel pump on for 3-4 seconds, then turn off the pump
3. Throttle forward; Mixture lean
4. Crank until the engine coughs
5. Mixture to full rich and pull back the throttle simultaneously

We are coming to the end of the Tanis heater season for all of the planes. Temperatures above 20F overnight do not require the units to be plugged in.

Mark will be ordering additional GPS handbooks for those of you who have not received one as yet.

Nick Davis warned members not to put anything on the glare shield. Headsets should rest on the yoke or on the floor. (They should not be allowed near an aircraft compass because of the magnets in each ear cup speaker. )Even charts or handbooks are too heavy for the glare shield. Nick also cautions pilots to close the door very gently with your elbow while the window is open. The latch on the passenger side must be closed inside the plane. The new doors have a 3-pin ball and slot system that could be easily damaged.

The idle has been reduced to 700 RPM to facilitate slower taxi speeds. We replaced the battery for $300 and received a prorated credit of $100 for life remaining on the old battery. A new taxi light was installed at a cost of $92.

Ken Best presented the following motion to the membership. Don Patterson seconded the motion.

Replace Article II, Sections 1, 3, and 6 with the following:

Section 1

Membership in the Club shall be limited to 45 members.

Section 3

The Club shall be a two (2) Class Club. There shall be no more than eight (8) Class I memberships. A Class I member shall only fly the Club’s primary training aircraft. A Class II member may fly any of the Club’s aircraft. Each member must be approved by a Club instructor to fly each aircraft. Each member shall have one vote.

The Treasurer shall annually ascertain, by membership class, the Club’s total liquidated worth. These valuations shall be validated by a Certified Public Accountant, then disclosed to the membership at the Annual Meeting and thereafter utilized for all membership transactions until the next Annual Meeting.

New members must remit the amount appropriate for their class of membership to the Treasurer immediately after admission to the Club.

Members may change their class of membership at any time, subject to the Class I membership limitation. The Treasurer will collect from or remit to the member the difference in cost between the member's current and new membership rights.

Section 6

Upon the dissolution of the Club, the total liquidated worth of the Club shall be divided proportionately among the members in good standing according to class of membership.

After discussion a vote was taken. There were 2 votes for the motion and 23 votes against the motion. The motion failed to carry.

Ken Best presented the following motion:

The membership authorizes the Board of Directors to sell N66188, reassign N739TU to the primary trainer role, purchase, and secure financing of a suitable intermediate performance IFR aircraft. The purchase price and related cost shall not exceed $140,000."

A motion was made to accept the board of director’s recommendation to purchase a used DME and a basic Insight Strike Finder. The motion passed unanimously.

Nick Davis was given the United Airlines 1999 Safety First Award. To earn this distinction, Nick re-wrote over 380 emergency engine out procedures. To celebrate we’ve given Nick a coveted spot on the refreshment list.

Andrea Hoyt passed her private pilot written test with a score of 87. We all hope to hear about the check ride next!

Ken Best has resigned his position as "Member At Large" on the board of directors and goes on the waiting list to resign from the club. Nominations to fill this position so far include Matt Forsberg and Mike Pastore. If you would be willing to serve the club, please throw your name in the hat at the next meeting! Self-nominations are encouraged.

Tom Dieschbourg has returned from inactive status and is anxious to start flying again. Larry Bothe originally got Tom involved with the BFC. Tom had been preoccupied getting his business off the ground. With that accomplished, he has the time to start skiing and flying again. Tom lives in Glenview, his wife is a physician, and they have five children. He started flying at the age of 22 with a neighbor who gave him flight instruction. His brother at one time owned a helicopter but it crashed. Tom has just over 100 hours and is a Private Pilot.

We were delighted to have Skip Meyers of Woodridge visit with us. Skip found the BFC on the Internet and has been flying a 150 at Lewis University. Skip is retired but his wife works as a nurse at Edwards Hospital in Naperville. They have three daughters – two of whom are married. Skip is interested in a BFC introductory ride.

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.

Nick Davis March, 2000

Hubert Elsen April, 2000

Hubert Elsen May, 2000

Nick Davis June, 2000

Andrea Hoyt August, 2000

Tom Dieschbourg returned from inactive status replacing Dan Rolfs.

There will be several opportunities for membership changes at the next meeting. Pending resignations include:

Jan Jakubiak

Russ Haack

John Maggio (to Inactive)

Ken Best

Membership waiting list:

Andree DeSas

Anthony Marchechi

Richard Widdicombe

Kevin Brady

Jim Waugh made a presentation to the club about the fire hazard of Lithium batteries used in watches and the battery back up of the new C182 IFR GPS. These batteries can arc and explode into ultra-hot flames that resist even Halon fire extinguishers. Jim reported that there were two documented cases of jetliner crashes from fires started in the cargo bays when crates of watches arced and burst into flames.

If you see a white flash indicating this type of fire is starting, land immediately. Do not wait to find and airport. Land in a cornfield or on a road because you have virtually no time to escape.

The lithium ion batteries used in computers and cell phones don’t pose this danger. Small watch batteries and batteries used for memory back up are exceedingly dangerous. Matt Kenner, our resident aeronautical engineer will investigate our GPS memory battery to see if it is a safety hazard.

The Businessmen's Flying Club will hold its next business meeting and work night and cookout on Tuesday, April 4, 2000. Because daylight savings time will be in effect, the work night activities will start at 4:30 (or as soon as anyone can get there.) BFC First Lady Mary Clements will have her famous pasta salad available by 6:45. Famous chef Mark Clements will be grilling Brats and Chicken breasts for sandwiches and Nick Davis will celebrate his captaincy with United Airlines by providing desert. The business meeting will start at 7:30 PM at the Naper Aero clubhouse.

February Treasurer’s Report

Receipts

Equity $73,438.00

Dues and Flying $3,397.48

Interest

Harris $33.96

MBNA $118.10

Total $76,987.54

Credits to Members

Fuel Away $246.58

C182 Keys $55.70

Office $14.06

Postage $33.00

Oil Placards $16.49

C182 Pick-up $192.51

Copy Costs $15.00

Total $573.34

Payments

Insurance -$411.50

Ameritech

Answering System -$14.62

Resignation

Heffernan -$350.00

Kate Best -$350.00

Advanced Power

External Power Adaptor -$339.00

State of Illinois

C182 Registration -$20.00

Fuel at LL10 -$504.69

Naper Aero

Hanger & Tie Down -$469.00

Lumanair

C172 Annual -$1,652.44

Clements

C182 Expenses -$452.58

Harris Bank

Service Charge -$30.34

C182 Loan -$40,049.00

Total -$45,610.31

Balances

Cash

MBNA $28,907.68

Harris $38,130.35

Total $67,038.03

Reserves

C150 Engine -$14,662.25

C172 Engine -$1,111.50

C182 Engine -$2,599.00

Insurance -$7,000.00

Annuals -$500.00

Ll10 Dues -$1,335.00

Inactive -$4,486.00

Loan Reserve -$5,000.00

Strike Finder

And DME -$10,000.00

Total -$46,693.75

Reserve Surplus $20,344.29

C182 Loan Balance Remaining $78,600