The Businessmen's Flying Club held its monthly meeting and Tuesday, January 2, 2001 at the Naper Aero clubhouse. The meeting was brought to order by C182 Mother and board member Matt Kenner. The following members attended:
 

Jim	Barna
Bryan	Barus
Ken	Best
Bob	Betyoumaran
Tom	Braid
Hubert	Elsen
Andrea	Hoyt
Matt	Kenner
Mike	Leavy
Jack	Lindquist
Marc	Olson
Don	Patterson
Carl	Price
Marty	Scheckel
Bert	Toppel
Ed	Vogler
Jim	Williams
Reza	Zarafshar

The following guests attended the meeting:
 

Pat	McHale
Rich	Milmont

Treasurer Ray Kvietkus provided a summary of the financial status of the Club. The treasurer’s report indicates that the BFC cash balance is $35,119.37. Expenses included a bill for $323.40 for 9TU oil change and landing light replacement, and $105.79 for a case of oil. We paid $438.50 to the Naper Aero Club for Hanger and Tie-down and $1,416.14 for fuel at Naper Aero. A payment of $1,833.00 was made toward the payoff of our loan at Harris Bank. The reserves are fully funded and we have a reserve surplus of $3,619.57. We now have one loan for both 388ES and 415RC, with a remaining balance of $117,000.00, financed over 20 years with a guaranteed interest rate of 8.5% for the first 5 years of the loan.

Mike Leavy reiterated his request for a Balance Sheet and P&L and volunteered his help to Ray to create the report. Reza Zarafshar asked when we last provided an analysis of rental rates versus costs for the club. We all agreed that such a statement was needed and it had been over a year since we last produced such a study.

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

AIRCRAFT REPORTS

	388ES	739TU	415RC
Flying hrs.	15.0	8.7	13.1
SMOH	485.4	451.2	558.3
TBO	2000	2000	2000
TMOH	1514.6	1548.8	1441.7
Club hrs.	0.5	0	0
Fuel, gph	10.0	7.8	12.0

SMOH -- engine time since major overhaul
TBO -- engine time between overhauls
TMOH -- engine time to major overhaul

N739TU: The flashing beacon is out. Andrea Hoyt had problems with the ammeter on run-up and we ended up replacing the alternator belt in early December. We still have not found the Tanis heater cover. If you can remember where it might be, tell Mark Clements or Reza Zarafshar.

During the month of January, Mike and Pat Leavy made a long cross country trip and noticed that the VOR head indications did not agree. Mark Clements had done an IFR check on the VOR heads two weeks ago and they were fine. We need to continue to write up flight reports after each use to be sure that we catch radio problems promptly.

N388ES: The nose wheel fairing is broken and may not be able to be replaced. We had a discussion about the relative merits of using fairings or leaving them off during the winter months. We concluded that we would leave the front fairing off until spring while approving the purchase of a new front wheel fairing for $300.00. The fairing cracked because of a shimmy damper problem.

The Tanis heater was not working and a bald spot was noted on the right main tire. Soon after the meeting, 8ES was being ferried to Lumanair for maintenance.

The autopilot switch coupling the GPS was replaced. Now you guys can go out and practice GPS approaches again!

415 RC: The seat cable for the right front seat was replaced so it now moves back and forth again. Our database was expired on the GPS for a few days because Mark was still was having his mail forwarded. The GPS database is updated every 28 days.

A new revision to the POH will be added to the copy that must legally be kept in the airplane.

Bryan Barus has created a set of Aircraft Cleaning procedures that are posted as a one page color print out in each aircraft. Here they are for your reference:

AIRCRAFT CLEANING PROCEDURES

AIRCRAFT EXTERIOR

• WINDSCREEN—Clean after every flight with Brilliantize and a soft cloth. Use straight up and down strokes. Avoid circular motion, which can create swirls in the Plexiglas. Never use abrasive cleaning pads as they cause damage.
• LEADING EDGES, COWLING, STRUTS, WHEEL PANTS, SPINNER AND PROPELLER —Clean as necessary with plain water in the bucket and a scrungie and wiped dry with a towel.  Do not add soap to the water in the bucket.  If the bucket is empty (or the water dirty), the pilot should add/change same as necessary. DC-99 can be used for extra dirty spots.

• GARBAGE—Removed.
• PERSONAL ITEMS--Do you have everything?
• WINDSCREEN—Clean as needed with Brilliantize.
• INSTRUMENT PANEL— Wipe top of panel with clean dry cloth as needed. May require occasional application of low-gloss Armour-All. Do NOT get Armour-All on the windscreen.
• 415RC LEATHER SEATS—Wipe up any spills or marks immediately. May require occasional cleaning with leather cleaner/conditioner. Be sure to use ONLY leather cleaner/conditioner.
• 388ES & 739TU VINYL SEATS—Wipe up any spills or marks immediately. May require occasional cleaning with vinyl cleaner.

• After each flight, replenish (in the aircraft) the following supplies as necessary:

1. Oil
2. Brilliantize
3. Paper towels

• Water, Brilliantize (for the windows) and DC-99 (for exterior painted surfaces) are the ONLY cleaning solutions that can be used on those surfaces.
• MISCELLANEOUS— Contact Bryan Barus or Mike Pastore if you notice that we are running low on any supplies. Contact the appropriate Plane Captain or Mike Pastore with any maintenance concerns.

A motion was made and seconded to leave the 388ES nose fairing off the aircraft until spring. Motion carries.

Ken Best introduced AirLifeLine Midwest to the club as an opportunity for BFC members to make charitable donations of their flying time.

Ken wrote:

AirLifeLine Midwest is affiliated with AirLifeLine, the oldest national air care organization and the Air Care Alliance. Pilots with AirLifeLine donate their time, aircraft and flying expenses to provide air transportation to people in financial need seeking medical attention. The people flown by AirLifeLine pilots must be medically stable, mobile enough to board without any assistance and able to be seated in an upright position - in other words, just like anyone else we would ordinarily take for a flight. No stretchers, life support or monitoring equipment allowed and limited baggage.

Their website is: http://www.airlifelinemidwest.org

There might be people in the Club that are looking for a good excuse to go on a VFR or IFR cross-country trip and this might be it. Also, this idea may simply appeal to some people as being the "right thing to do"

Only two things are required: 1) Add Lifeline, Inc./ AirLifeLine Midwest as an additional named insured to the Business Men's Flying Club, Inc. insurance policy with Avemco and 2) The interested pilots with 200 hours PIC would email lifelinemc@lifelinepilots.org or questions@airlifelinemidwest.org for an application, complete it and return it.

After some discussion about the insurance question Reza Zarafshar made a motion to allow BFC pilots to participate in AirLifeLine Midwest missions in BFC planes if there were no additional insurance cost. The motion passed unanimously.

Ray Kvietkus agreed to send the letter to Avemco to get their agreement that there would be no cost penalty to the club to add AirLifeLine as a named insured on our policy.

Andrea Hoyt mentioned that she would like to see LL10 Snow Removal Procedures published in the newsletter and on the website. Mark, do you have any written procedures from the Naper Aero Club?

From:Ray Kvietkus [mailto:RKvietku@fujisec.com]

Sent: Tuesday, January 09, 2001 7:23 AM

To: 'Mark Clements'

Subject: CFI CHECKRIDE

I passed the checkride yesterday. Here is a summary of the flight.

Bob took the controls for taxi and takeoff. He asked to be taught the takeoff. Most of the flight was me teaching him and not me flying. I did steep turns, chandelles, lazy eights, s-turns on a road, slow flight, power off stall, power on stall, secondary stall, engine out, navigation to the JOT VOR ( me teaching him), flight by reference to instruments only ( straight & level and turns - me teaching him). The duration of the flight was 1.2 hours. There was only 1 normal landing at Clow.

- Ray

Bryan Barus passed his private pilot written test with a score of 83!

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.

Bob Betyoumaran (along with other prominent Chicagoans) was one of the beneficiaries of the Pardons issued in the final moments of the Clinton administration. His sentence was commuted to time served on the Refreshment list and Matt Kenner volunteered to provide the February refreshments.

Matt Kenner February, 2001
Mike Pastore March 2001
Bert Toppel April 2001
Nick Davis May 2001
Ed Vogler June 2001
Ray Kvietkus August 2001
Ed Vogler September 2001
Ray Kvietkus October 2001
Hubert Elsen November 2001
Tom Lechner January 2002
Bryan Barus February 2002
Ray Kvietkus March 2002

There were no membership changes during the month.

Tom Braid contributed the following article from a book on survival that he received as a Christmas present from his son.

These instructions cover small passenger planes and jets (not commercial airliners).

1. If the plane has only one set of controls, push, pull, carry, or drag the pilot out of the pilot’s seat.
2. Take you place at the controls.

 

 
 
 

3. Put on the radio headset (if there is one). Use the radio to call for help – there will be a control button on the yoke (the plane’s steering wheel) or a CB-like microphone on the instrument panel. Depress the button to talk, release it to listen. Say "Mayday! Mayday!" and give your situation, and plane call numbers, which should be printed on the top of the instrument panel.
4. If you get no response, try again on the emergency channel – tune the radio to 121.5.

 

 

All radios are different, but tuning is standard. The person on the other end should be able to talk you through the landing procedures. Follow their instructions carefully. If you cannot reach someone to talk you through the landing process, you will have to do it alone.

5. Get your bearings and identify the instruments. Look around you. Is the plane level? Unless you have just taken off or are about to land, it should be flying relatively straight.

 

 

Yoke. This is the steering wheel and should be in front of you. It turns the plane and controls its pitch. Pull back on the column to bring the nose up, push forward to point it down. Turn left to turn the plane left, turn right to make it turn right. The yoke is very sensitive – move it only an inch or two in either direction to turn the plane in flight. While cruising, the nose of the plane should be about three inches below the horizon.

Altimeter. This is the most important instrument, at least initially. It is a red dial in the middle of the instrument panel that indicates altitude: the small hand indicates feet above sea level in thousand-foot increments, the large hand in hundreds.

Heading. This is a compass and will be the only instrument with a small image of a plane in the center. The nose will point in the direction the plane is headed.

Airspeed. This dial is on top of the instrument panel and will be on the left. It is usually calibrated in knots, though it may also have miles per hour. A small plane travels at about 120 knots while cruising. Anything under 70 knots in the air is dangerously close to stall speed. (A knot is 1 ¼ miles per hour.)

Throttle. This controls airspeed (power) and also the nose attitude or its relation to the horizon. It is a lever between the seats and is always black. Pull it toward you to slow the plane and cause it to descend, push it away to speed up the plane and cause it to ascend. The engine will get more or less quiet depending on the direction the throttle is moved.

Fuel. The fuel gauges will be on the lower portion of the instrument panel. If the pilot has followed FAA regulations, the plane should have enough fuel for the amount of flying time to your intended destination plus at least an additional half hour in reserve. Some planes have a reserve fuel tank in addition to the primary one, but do not worry about changing tanks.

Flaps. Due to their complexity, wing flaps can make the plane harder to control. Use the throttle to control airspeed, not the flaps.

6. Begin the decent.

 

 

Pull back on the throttle to slow down. Reduce power by about one-quarter of cruising speed. As the plane slows, the nose will drop. For descent, the nose should be about four inches below the horizon.

7. Deploy the landing gear.

 

 

Determine if the plane has fixed or retractable landing gear. Fixed landing gear is always down so you need do nothing. If it is retractable, there will be another lever between the seats near the throttle, with a handle that is shaped like a tire. For a water landing, leave the landing gear up (retracted).

8. Look for a suitable landing site.

 

 

If you cannot find an airport, find a flat field on which to land. A mile-long field is ideal, but finding a field of this length will be difficult unless you are in the Midwest. The plane can land on a much shorter strip of earth, so do not bother to look for the "perfect" landing site – there is no such thing. Bumpy terrain will also do if your options are limited.

9. Line up the landing strip so that when the altimeter reads one thousand feet the field is off the right wing tip.

 

 

In an ideal situation, you should take a single pass over the field to look for obstructions; with plenty of fuel, you may want to do so. Fly over the field, make a big rectangle, and approach a second time.

10. When approaching the landing strip, reduce power by pulling back on the throttle.

 

 

Do not let the nose drop more than six inches below the horizon.

11. The plane should be one hundred feet off the ground when you are just above the landing strip, and the rear wheels should touch first.

 

 

The plane will stall at fifty-five to sixty-five miles per hour, and you want the plane to be at just about stall speed when the wheels touch the ground.

12. Pull all the way back on the throttle, and make sure the nose of the plane does not dip too steeply.

 

 

Gently pull back on the yoke as the plane slowly touches the ground.

13. Using the pedals on the floor, steer and brake the plane as needed.

• A well-executed emergency landing in bad terrain can be less hazardous than an uncontrolled landing on an established field.
• If the plane is headed toward trees, steer it between them so the wings absorb the impact if you hit.
• When the plane comes to a stop, get out as soon as possible and get away – and take the pilot with you.

The Businessmen's Flying Club will hold its next business meeting on Tuesday, February 6, 2001 at the Naper Aero clubhouse beginning at 7:30 PM.

DECEMBER TREASURER’S REPORT
 

RECEIPTS
Equity	$1,044.90
Dues & Flying	$6,607.02
Interest MBNA	$126.60
TOTAL	$7,778.52
CREDITS TO MEMBERS
Fuel Away		$124.08
Treasurer		$50.00
Copy Costs		$0.00
Postage		$33.00
GPS Switch - 8ES		$61.65
Christmas gift		$113.56
GPS Repair - 9TU		$596.00
Total		$978.29
PAYMENTS
Answer System	Ameritech	$15.10
9TU GPS & Land Lt.	Pastore	$323.40
Oil	Boncosky	$105.71
Annual Dues	Cessna PA	$45.00
9TU Carb Heat Cable	Luman	$27.19
PO Box Rental	USPS	$54.00
Fuel	Naper	$1416.14
Hangar & Tie-down	Naper	$438.50
SubTotal		$2,425.12
Aircraft Loan	Harris	$1,833.00
Total Payments		$4,258.12
	AIRCRAFT LOAN BALANCE
	INTEREST PAID	$833.00
	PRINCIPAL PAID	$1,000
	AIRCRAFT LOAN	$117,000
CASH
	MBNA	$24,918.64
	SECURITY BANK	$10,200.73
	Total Cash	$35,119.37
RESERVES
	388ES ENGINE	-$4,854.00
	739TU ENGINE	-$4,060.80
	415RC ENGINE	-$5,583.00
	INSURANCE	-$3,000.00
	ANNUALS	-$3,500.00
	LL10 DUES	-$525.00
	INACTIVE	-$4,977.00
	LOAN RESERVE	-$5,000.00
TOTAL RESERVES		-$31,499.80
RESERVE SURPLUS		$3,619.57