4 Sep 2001The meeting was called to order with eight senior, one junior member, plus one prospective member present and the following order of business transacted by the Presiding Officer who called for reports and discussion on:
(a) Minutes of previous meeting : Not approved as written, since there was not a quorum when this item of business was discussed.
(b) Treasury : Just over $3500 cash on hand, about $2000 accounts receivable. The club insurance bill will increase about 20% this year, from about $6700 to $8330. Furthermore the insurance will require a minimum of 3 hours every 6 months in the C182. Mr, Röhl commented that he received a bill for C$13.75 for entry into Canadian airspace. This charge allows one full calendar quarter of flying, but apparently is not a rolling 3 months; it is each calendar quarter. A check for $12,471 was received from Avemco to reimburse the club for the landing gear repairs that totalled $14,674.
(c) Membership: One new potential member was present for his first meeting, Dr. Fred Goodwin, an Emergency Medicine resident at Albany Medical Center who has a private licence. Membership totals 18 senior, 1 junior.
(d) Rules and Publicity: Committee chairperson not present.
(e) Hangar and Grounds: Ditto.
(f) Flight Standards: Ditto.
(g) Airplane Log Books: Up to date.
(h) Airplanes
75R: Through 100h inspection, with new spark plugs and brake pads. Repaired Oxygen system and verified fhat the fuel tank selector valve may safely be used. The DME readings are still unpredictable and erratic, even with a loaned unit installed. The ELT battery was changed. We have been notifie that the FAA may require a full landing gear inspection every 500 hours, at an approximate cost of $1000.
55144: Comm radio #2 is inoperative. The ELT battery has been changed. The Loran has been hot to touch; but seems to recover if turned off and back on.
(i) Old Business: None
(j) New Business: The board had approved a proposed by-law change to establish proficiency requirements for landings every 90 days and 6 months. After considerable discussion, the following problems were identified:
a. The liability created by requiring, or even allowing, a non-CFI "senior member check pilot" to grade members' proficiency at landings is not clear. It was suggested that this idea be referred to AOPA legal for advice.
b. The reason for this change was debated. It seemed to arise from a perception that the C182 landing gear cracks, tire flat spots, and nose wheel shimmy are caused by landing too fast. McCarthy suggested that other clubs do have proficiency requirements that are more stringent than the FAA minima, especially for IFR flight.
c. The basis for the requirement for 150 hours to be considered as a senior member check pilot was questioned. The board had no source for this figure; it was a consensus. It was suggested that the board review insurance company actuarial data as to break points in risk based on flying hours in type as a more objective criterion.
d. The proposal requires some re-writing for clarification:
"In order to fly a club aircraft, the member must have logged a minimum of 3 takeoffs and landings in the most complex aircraft which he/she plans to fly:
1. within the preceding 90 days,
2. with an approved senior member check pilot or Board-approved CFI within the past 6 calendar months,
3. with a Board-certified CFI within the past 12 calendar months.
4. The FSSC shal identify and maintain a list of Board-approved CFIs and senior member check pilots. Senior member check pilots will be selected on the basis of their time in type and recency of experience in type. Minimum hours for selection as senior member check pilot will be 150 in type."
(k) Safety Topic: Mr. Heslin related two recent &endash;allegedly unplanned - adventures that offered lessons in safety to all:
a. Approaching ALB, he smelled electrical smoke in the cockpit. He advised Albany tower that he was continuing an immediate, straight- in apporach and landing with all electrics off. Tower cleared him to land straight in. Bob turned off all electrics, but turned on the radios on short final to hear the tower clear a jet airliner in ahead of him. He then flew through the vortices, bouncing the 182 around, but not uncontrollably so. The landing was without further incident, and the smoke and smell were from yet another inverter burn-out. This writer presents another consideration for pilots in this situation: Should you use the hand-held radio in IFR, or night conditions, on short final? My answer: No, as you have already been cleared to land, and there is considerable risk of Spatial Disorientation from the distraction of finding and manipulating the radio. At altitude, out of contact, the risk is balanced by the need for navigation and communication with aircraft electrics off.
b. The very same Mr. Heslin (Snakebit Bob, shall we call him?) planned a flight IFR to Nantucket. The runway was changed to require a back course Localizer ILS approach under actual IFR conditions. Should the heading on the HIS be set to front, or back course? Considerable discussion ensued… The CDI will indicate backwards while on the approved back course approach; steer away from the needle. Unless there is an approved back course approach, it should not be flown.
c. Each meeting a member will be required to present a safety lesson. The schedule is:
1. October Thompson
2. November Schramm
3. December Correa
4. January Cusick
5. February Murray
6. March Schewe
7. April Gomez
8. May Barnewall
9. June Paige
10. July Moss
11. August McCarthy
If a member will not be present at their scheduled safety presentation, it will be their responsibility to secure a presentation from another member.
l. The new president, Mr. Murray discussed his club leadership goals:
ii. Encourage attendance by all members. In accordance with the by-laws, members who have not attended the required number of meetings will be notified by mail. It was noted that the by-laws require amendment to read " half the meetings in a 6 month period" since the present wording is half the meetings per quarter.
iii. Consider training videos from outside, or produced by the club, especailly to improve landing technique.
iv. Update and require adherence to the Club Advice or standard operating procedures.
v. Spread the work of the committees, and the physical upkeep of club property, among all members.
vi. It was suggested that club meetings might be shorter, and more appealing, if data, such as aircraft status were sent out beforehand. This would allow the meeting to be for decisions only.
(l) Adjournment at 2155.
Respectfully Submitted
Geoffrey W. McCarthy
Upper 15 Club Secretary (acting)