The Businessmen's Flying Club held its monthly meeting on Tuesday, August 1, 2000 at the Naper Aero clubhouse. Flying members Tom Braid, Mark Clements, Nick Davis, Hubert Elsen, Mike Goin, Andrea Hoyt, John Jurek, Matt Kenner, Ray Kvietkus, Mike Leavy, Jack Lindquist, Munesh Makhija,, Marc Olson, Don Patterson, Carl Price, Bert Toppel, Ed Vogler, Jim Waugh, Joe Weston, and Reza Zarafhsar attended the meeting.

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.

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

	N739TU	N388ES	N415RC
Flying hrs.	42.6	39.5	38.6
SMOH	328.5	352.8	435
TBO	2000	2000	2000
TMOH	1671.5	1647.2	1565
Club hrs.	1.9	1.8	0.4
Fuel, gph	7.6	10.6	11.1

SMOH -- engine time since major overhaul

TBO -- engine time between overhauls

TMOH -- engine time to major overhaul

N739TU: New spark plugs were added and all the tires were replaced during July. Mike Pastore just had an oil change done on 7/31/00 prior to his flight to Michigan. Mike had called Matt to say that he again had ‘windshield wiper’ problems with NAV 1. Other members reported that the radios were working fine. We need to continue monitoring the situation. Mike also said that we needed to do a better job in disposing of our "garbage" in the plane. Apparently, empty oil containers and dirty paper towels were left behind.

There have been numerous reports of problems during the month with both radios. Please do not plan to use this aircraft for any type of IFR operation until we can get Michaels to find the gremlins. We took to plane over to JA with one radio not functioning at all. They swapped in Cessna radios which worked fine. Matt thought that this might indicate that the wiring harness and connector in the aircraft were OK. When the plane returned to service COM-1 didn’t work for me at all. I spoke to Matt tonight and he indicated that recently pilots have been using both radios but the VOR indications did not seem to be completely accurate. We appreciate your feedback on how the radios perform so we can report to Michaels any anomalies.

N388ES: The plane is currently at Lumanair undergoing its annual. A Tannis heater will be added at this time as well. During the previous month we added a DME and Ray Kievetkus up-dated the GPS card. Bert heard some vibration noise during take off. Mark had mentioned this problem to Lumanair who will investigate during the annual.

Hubert reported that A&M, at 1C5, was operating their 172R similar to the 182, i.e. the planes were leaned during the takeoff run. Apparently the new engines are designed to run on the rich side. Mark pointed out that we always need to lean the engine for density altitude. (Density altitude can be obtained from ASOS by telephone. The number at DPA is 630-584-2728 and at LOT the number is 815-588-4802). Bert said that he wanted to see something "more official" on the leaning procedure.

Mark Clements indicated that we have an official ‘check out’ sheet for the 172R which also covers the proper leaning procedures. Apparently nobody else had seen it and Mark promised to make it available to everyone via e-mail.

388ES does have a very different climb performance than previous 172 models. It also carries more fuel and weighs in at 150 lbs. more than its earlier cousins. Proper weight and balance planning is imperative. Bert Toppel has prepared a spreadsheet to assist with weight and balance calculations. If you would like a copy of the latest version e-mail Bert at BJToppel@anl.gov.

415 RC: The plane will go over to Lumanair on Sunday, August 7^th for its annual inspection to take advantage of the engine warranty that expires August 21st. The Skylane is expected to return to service on August 11^th. (Lumanair didn’t complete the log books until August 18^th, )

August 20, 2000

TO: Businessmen's Flying Club Members:

FROM: Michael O. Leavy

SUBJECT: New features on your old winch (or is it… update that old wench)

On Friday August 18^th I finished the installation of some new features on the aircraft winch in the hanger for M415RC.

1). We now have shock absorbing safety springs on the hook end of the cable. These springs will help prevent excessive pressure from being applied to the tail hook and empennage the 182.

2). Also installed is a wireless remote control of the winch. (You can still operate the winch using the wired remote control if you like.) For operation, simply use the hand-held transmitter (garage door opener) located on the post above the winch. Just hold the button in for "ON" operation and release for "OFF". The receiver is not yet permanently installed, there is a question as to the best location for its operation. Try it and let me know if you have any problems with it.

3). The final new feature is the installation of a reversing push button on the winch motor. The reversing button is located on the motor control box. Simply pressing the button will reverse the winch cable spool and release the cable pressure, this will allow the cable to be unhooked from the aircraft.

I hope these new features makes life a little bit easier for you old guys out there when you return from a hard IFR mission in enemy territory, get home safely and can't find a wench to help you with the winch.

Let me know of any problems with the new systems.

Michael O. Leavy

After Mike got some feedback from pilots over the weekend, he decided to move the transmitter closer to the hanger door. This will give operators better reception when at the extreme end of the tether when first attaching the plane. Many thanks to Mike for an outstanding new system! (Why don’t we give this guy some work night credit?)

By the way, I had 415RC scheduled to fly to Atlanta over the holiday weekend but Nancy chickened out. She’s reading The Day John Died right now. It didn’t help. So if any of you have a hankering to fly the Skylane over the holiday, the plane is once again clear on the reservation system and the Williams family is on Delta.

The EGT was repaired during the month. We were getting intermittent readings due to a loose wire. We also took the plane over to JA a couple of weeks ago to have the DME repaired. It was not reading when the switch was placed in the Nav 2 position. By the way Matt, how do I get my keys back? JA now has my keys to 739TU and 415RC.

No old business was presented at the meeting.
 
 

Matt emphasized that when any of our planes are a couple of hours from an oil change, we need to make some phone calls to the respective plane captains to bring the airplane to Lumanair.

We are no longer changing the oil ourselves in 388ES and 415RC. Mark wants to ensure that we won’t run into any problems with our warranties on these planes. After the expiration of the warranties we will go back to our regular schedule, i.e. Lumair will do every other oil change.

We need to get everyone’s e-mail address to communicate better amongst ourselves. Bert mentioned that we neither have a home nor work phone number for Jim Russel.

Mike Leavy installed a reversing toggle switch on the winch for 388ES. This will make it a lot easier to relieve the pressure off the cable after the plane is in its final position. If the members like this system, Mike will do a similar installation for 415 RC. Thanks Mike!

GPS owners manuals are in. Every member will be billed automatically for $ 20.00 so please make sure you get your copy. They are in the second drawer, right cabinet on the west side of the club house. (Just look under the TV.)

Mike Goin had checked into putting the aircraft schedules on our web page. But at a cost of $ 85.00 a month it turned out to be cost prohibitive. We currently pay $ 14.00 for the phone line to operate our scheduling system.

Bert just celebrated his 50th wedding anniversary. Congratulations Bert and Leona.

Captain Nick Davis is engaged to be married to Terri Dubovich of the Naperville Flying Club on Sunday September 24th. Congratulations to Nick and Terri!

Nick also pointed out that he no longer is the junior captain at UA. This strains credulity given United’s highly publicized reticence to hire enough pilots in order to actually make all those cancelled flights .

Ed Vogler passed both written exams for his CFI.

Ray passed one of the written tests for his CFI - Fundamentals of Instructing. We desperately need additional instructors for the club so we hope you both finish up quickly!

Both Andrea Hoyt and Mike Goin made the transition to the 172. It wasn’t terribly difficult for Mike – he just had to add an additional seat cushion in order to see out the window. For Andrea it was another story. The transition to the larger plane fueled an interest for a better place to live so she moved. Note her new address on the roster this month.

Jim Barna 1
Tom Braid 1
Mark Clements 4
Nick Davis 3
Hubert Elsen 4
Matt Forsberg 2
Lonnie Horn 2
Andrea Hoyt 2
Matt Kenner 1
Mike Leavy 6
Tom Lechner 1
Jack Linquist 4
Tom Mooncotch 1
Mike Pastore 1
Don Patterson 2
Carl Price 2
Chris Sims 1
Munesh Makhija 1
Mark Olson 1
Bert Toppel 4
Ed Vogler 3
Joe Weston 2
Jim Williams 3
Jim Waugh 1

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. In light of all the recent accomplishments we added the following members to the list:

Nick Davis September 2000
Bob Betyoumaran October 2000
Bob Betyoumaran November 2000
Bob Betyoumaran January 2001
Bob Betyoumaran February 2001
Bob Betyoumaran March 2001
Bob Betyoumaran April 2001
Bob Betyoumaran May 2001
Mike Pastore June 2001
Matt Kenner August 2001
Bert Toppel September 2001
Nick Davis October 2001
Ed Vogler November 2001
Ray Kvietkus January 2002

Jay Mooncotch resigned. He felt a little bit rushed into obtaining a membership by the enthusiasm of his brother Tom. Since we did not have any potential new members in attendance at the meeting, no transfer took place. Obviously, for those subscribers interested in a place on the roster there will be an opportunity for you at the September 5^th meeting

Hubert Elsen talked about his trip to Oshkosh with Jim Williams and Mark Olson. The flight was planned under IFR with an estimated time en route of 1:10. Slot reservations were made for 9am. Actual IFR weather conditions turned the trip turned into a 3-hour affair with an ADF hold over Watertown, WI, followed by an intersection hold north of Madison. Pilot and passengers weighed in at 565 lbs., so the flight departed with a reduced fuel load. While fuel was managed "aggressively" with the onset of the first delay, Hubert came within 5 minutes of having to divert to Madison. The workload was heavy during the flight and having two instrument-rated pilots helped a lot. Needless to say that "George" as well as the altitude hold function and the moving map GPS came in very handy.

The Businessmen's Flying Club will hold its next business meeting, work night and cookout on Tuesday, September 5, 2000. (This is the first work day for most of us following the holiday weekend.) 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.) The business meeting will start at 7:30 PM at the Naper Aero clubhouse.

July Treasurer’s Report

Receipts

Equity $9,293.00
Dues and Flying $5,554.00
Interest
MBNA $257.36
Total $15,104.36

Credits to Members

Fuel Away $976.64
Treasurer $50.00
Tent Rental $169.00
C172 Keys $91.01
Copy Costs $32.50
Postage $33.00
Office Supplies $32.24
Cleaning Supplies $15.54
GPS Database 8ES $531.25
Total $1,931.18

Payments

Ameritech
Answering System -$30.85
DME for 8ES -$4,034.48
Lumanair
8ES Manuals -$784.31
8ES Pre-Buy Inspection-$449.00
8ES Rudder Spring -$54.00
8ES Taxi & Ldg. Light -$154.86
9TU Tires and Plugs -$849.97
JA Air Center
415RC Door Pin -$110.75
Honeywell
GPS Manuals -$793.75
Resignation
Fausto -$3,734.00
Fuel at LL10 -$2,033.93
Naper Aero
Hanger & Tie Down -$439.00
Oil (Bonkosky) -$158.69
Cleaning Supplies $84.84
Harris Bank
Aircraft Loan -$8,225.06
Total -$21,937.49

Balances

Cash
MBNA $47,023.57
Security Bank $6,441.07
Total $53,464.64

Reserves

739TU Engine -$2,956.50
388ES Engine -$3,528.00
415RC Engine -$4,350.00
Insurance -$5,500.00
Annuals -$3,000.00
Ll10 Dues -$2,000.00
Inactive -$4,977.00
Loan Reserve -$20,000.00
Tanis Heat for 8ES -$1,000.00
Total -$47,311.50

Reserve Surplus $6,153.14

C182 Loan Balance Remaining $141,000

Call me a perfectionist if you want, but I like to do things in exactly the right way. This is especially true when working around planes. For me, close just isn't good enough.

So it was that a couple weeks ago my boss and I got to discussing the procedure for checking the oil in our 172. How tough can it be? You pull out the dipstick and look at it, right? Not quite. Below is presented the

question that I ended up sending to Ron Martinson at the Cessna Pilot's Association, along with his reply. (Note: If you own or regularly operate Cessna aircraft and you don't belong to the CPA you are missing out on a truly valuable technical source. On the Internet see www.cessna.org.)

I know, everybody is at Oshkosh. This one can certainly wait until you get back and caught up with critical questions where members really need help right now. My membership name is Pardieck Aviation, membership number XXXXX. I am the manager of Pardieck.

I have a question concerning the proper procedure for checking oil in a model 172 with Lycoming engine and a round, screw-in type dipstick. I start by unscrewing the dipstick, pulling it out, wiping it off and then put it back in to the get the oil reading. Here's the question: Should I screw it back in, then unscrew it and take the reading, or is it correct to just lower the dipstick in until the threads just touch (but not screw it in), and then remove it and take the reading? The difference in the reading is maybe 1/3 qt. so I admit that I may be splitting hairs here, but I would like to know what is the "textbook correct" procedure.

Thank you,

Larry Bothe

Section 2, paragraph 2-21 of the 172 Service Manual states the following: "ENGINE OIL. Check engine lubricating oil with the dipstick five to ten minutes after the engine has been stopped. The aircraft should be in as near a level position as possible when checking the engine oil, so that a true reading is obtained". The only way to obtain a true reading is to unscrew the dipstick, remove it from the engine, wipe it off and re-insert it into the engine, screw it back in, unscrew the dipstick, remove it from the engine and take the reading.

As always, your interest and support of Cessna Pilots Association is sincerely appreciated.

Best regards,

Ron Martinson

CPA Tech Staff