Flight
Regulations
Atlantic
Flying Club, Inc.
P.O.
Box 15778
Fernandina
Beach, Florida 32035
Since
1970
Revised
April 2016
Notice
Throughout
this document the pronouns "he" and "his" are used to
refer to a pilot and are not to be considered gender specific.
Historical
Note:
The
first flight of the Atlantic Flying Club was on
Section
Page
#
I
Reservations,
Scheduling & Use of Time
4
II
Logging
and Reporting Time
5
III
Aircraft
Inspections and Maintenance
6
IV
General
Rules of the Aircraft Operations
6
V
Prohibited
Types of Flying
7
VI
Restriction
of Use of Aircraft
8
VII
Flight
Minimums
9
VIII
Flying
Skills
9
IX
Check
Out Requirements
10
X
Cross-Country
Flight Rules
10
XI
Enforcement
11
XII
Changes
of Amendments
11
Appendix "The
Safe Pilot's 12 Golden Rules"
12
Safety
Note:
Insurance
statistics show that 90% of all aircraft accidents caused by unsafe
acts on the
part of the pilot - and that 93% of these accidents result from a
violation
of one or more of the 12 Golden Rules.
Flight Regulations
1)
Members
who have the aircraft scheduled and who are tardy thirty (30) minutes,
or have
not cancelled or rescheduled through Schedule Master may lose their
reservation
to any member waiting to fly.
2)
It
should be thoroughly understood that the proper use of the reservation
features
provided is the key to a successful cooperative operation, maximum use
of the
aircraft, and maximum utility for all of the members.
3)
By
your reservation you are declaring to the other members that the
aircraft is
assigned to your custody for the period reserved.
Therefore, you should be careful to
follow these rules.
a)
Reserve precisely
the time you
want. Do not
schedule the aircraft
for all day unless you intend on flying the aircraft all day or will be
away
from the local area for the day.
b)
Each
member must indicate his destination when he departs from the local
area. This
information must be recorded in the
appropriate field in ScheduleMaster.
c)
Cancel
your reservations as soon as possible if you are unable to keep the
reservation, whether for weather or for other reasons.
Do not assume that in inclement weather
the aircraft will not be needed.
Adjust your reservation if you find your flight will be
delayed in
leaving. Cancel any
remaining time
from your schedule if you return early.
d)
Failure
to cancel an aircraft when scheduled and not flown subjects the member
to the
following fine:
e) No member shall
fly a club aircraft
without having reserved time for the flight through Schedule Master. The reservation may be
made by telephone
(1-800-414-6114) or via https://my.schedulemaster.com/default.asp
f) All members must
terminate their flight - local and cross-country - on schedule (by the clock) if other
members
are waiting to fly or have reserved time immediately following. This rule applies
regardless of how late
a member was in the beginning his period of reserved flight.
g) Offenders of this
regulation may be
fined by the Board of Directors commensurate with the length of time
the
offender overstayed his reservation.
h) Contact the
Flight Operations Officer
(or, if unable, the President or other officer) if you are delayed and
cannot
return on schedule. This
officer
will, in turn, notify the next person(s) on the schedule of the delay. All delays should be
reported promptly
to prevent any undue anxiety, investigation, search, and rescheduling
of
aircraft.
i) Contact
the Flight
Operations Officer for assistance if you feel a reservation
re-arrangement can
solve a particular reservation problem.
j)
Inactive members cannot schedule or operate Club aircraft.
1)
Flying
time shall be computed for each flight with the aid of a recording
tachometer. The
duration of each
flight shall be computed from starting the engine until the engine is
stopped
after parking.
2)
Use
of Aircraft Flight Time Log:
a)
This
booklet will be kept in the aircraft, and have space for the following
information: Date, N number, Name, Tach start & stop time, and
servicing remarks.
b) Before starting engine the pilot-in-command will enter the date, his or her name, and the tach start time.
c) Check the "Remarks" for the previous flight or two to see if any discrepancies have been recently reported. Be sure to check the previous pilot's "Tach Stop" time to make sure it agrees with your "Tach Start" time. If there is a discrepancy note it in the "remarks" so you will not be charged for the missing tach time.
d) Upon stopping the engine at completion of the flight, the tach reading will be entered in the space provided. Subtracting the "Tach Start" reading for the "Tach Stop" reading will give the "Time Flown".
e) Any aircraft deficiency should be notedand communicated to a Board Member.
4) Check fuel caps for security after refueling; NEVER refuel an aircraft in the rain unless protection is used to keep water out of the fuel tank.
1) The following items will be checked during Pilot Proficiency & Local Check-Out:
a) Aircraft & Engine pre-flight inspection
b) Cockpit familiarization
c) Use of checklists
d) Control familiarization & coordination
e) Slow flight, with and without flaps
f) Stalls series: w & w/o flaps, w & w/o power, take off & departure, approach and landing w & w/o flaps and accelerated maneuver.
g) Steep turns
h)
Takeoffs
and landings:
i) Balked landing: Go-around for a full flap configuration
j) Simulated forced landing over the airport
k) Slips on landing approach if permitted by POH
l) Demonstration of adequate knowledge of all aircraft systems, of all communications and radio navigation equipment, and procedures.
1) Oil and gas levels must be checked at each stop. This also applies to local flights. Use correct oil and fuel grades as given in the aircraft Owner's Manual (or POH) or approved Flight Manual. Do not use auto fuels.
2)
In
the event of a maintenance discrepancy while away from
3) Secure inside storage whenever possible to preclude storm damage. If aircraft must be stored outside, be sure it is tied down securely and controls are locked. The safety of the aircraft is your sole responsibility while the aircraft is in your possession.
4) Lock the aircraft when unattended.
5) Storage, tie-down fees, and landing fees, incurred by a member away from the Club's home airport are the responsibility of the member and shall be paid for by the member.
6) Whenever an aircraft is left standing during windy conditions (blowing dust, sand, snow, etc.), it is the full responsibility of the member to clean or have cleaned the AIR INTAKE SCREEN to the carburetor and overall engine, before starting the engine.
7) Any member who flies in or out of a dirt, gravel, rock surface, sod, or grass airport will be held fully responsible for all damage to the aircraft, such as propeller damage, paint nicks, dents to metal surfaces, etc. This is also applies to taxiing, starting engine, run-up, etc., when a taxiway or tie-down area is not paved. Use the tow bar in the aircraft when necessary to avoid propeller strike on the uneven terrain.
9) Keep aircraft exterior and interior clean. The next member to use the aircraft will appreciate it. Remember; ALWAYS leave the plane "ready to fly for the next guy".
10)
Upon
return, refuel and clean the aircraft per Section 3, item 3.
1) The above regulations and rules shall be policed by the entire membership. All complaints and any suggestions shall be filed with the President and he shall call a meeting of the Board, at which meeting appropriate action will be taken.
2) Any violation of the FAA Regulations or the Flying Regulations of the Club shall constitute cause for immediate grounding, and any member so grounded shall remain grounded until further action is taken by the Board of Directors.
1) Changes in, or amendments to these Flying Regulations may be effected only by the majority vote of the Board of Directors at the regular or special meeting called for the purpose.
2) Any changes or amendments to these Flying Regulations shall be mailed or emailed to each Active member of the Club. Inactive or Suspended members will be issued such changes or amendments upon their return to Active Status.
3) These operating rules and regulations are designed to aid in the systematic and equitable utilization of Club aircraft. They are also designed to help each member have many enjoyable and safe hours of flying.
4) These operating rules are formulated by the club's Board of Directors as provided in the By-laws and will remain in effect until revised rules are published.
5) MEMBERS ARE RESPONSIBLE TO BE FAMILIAR WITH CURRENT FEDERAL, STATE, LOCAL, AND CLUB FLYING REGUALTIONS!
The
12 Golden Rules of Aviation
Rule
one has to do with us, the
pilot-in-command. When was the last time you flew with an instructor?
Was it
two years ago during your last flight review? Think about getting a
good
evaluation by a qualified instructor, not just any instructor, but one
that is
familiar with your airplane type. Practice some maneuvers you haven't
looked at in awhile, such maneuvers as stalls, steep turns, and slow
flight.
Make a concentrated effort in practicing crosswind and short-field
landings.
Review emergency procedures and especially a simulated forced landing.
Remember
the rumors about our airplanes: they glide like bricks, right!
Rule
number two has to do with our airplane.
When was the last time it flew? We would want to do a real thorough
preflight
inspection looking for problem areas. If the temperature is right, wash
the
airplane. It forces you to look real closely over the entire airplane.
You
would be surprised what you could find missing or bent.
The
third rule requires us to be vigilant.
Always, whether taxiing or flying, do a double look checking for
existing or
potential hazards.
Rule
four tells us never to operate an
airplane with a known malfunction. If a malfunction occurs in flight,
land as
soon as practical and get it repaired. Remember the old axiom "it is
better to wish I was up there flying than to be up there wishing I was
on the
ground".
The
fifth rule states that we should get a
thorough preflight weather briefing before we go fly. Establish your
own
weather minimums. Remember the regulations are written to a "minimum"
level of safety. What may be legal VFR may not necessarily be safe for
our
level of experience or proficiency.
Rule
six states "airspeed" is life.
Never abruptly change the attitude of an airplane nor allow its
airspeed
to drop below at least 160 percent of the stall speed when maneuvering
below
1000 feet above the ground. On final approach, we should maintain our
airspeed
at least 130 percent of stall until over the threshold and ready to
touch down.
Rule
seven has to do with navigation planning.
Make sure you know the minimum safe altitude along your route of
flight. Always
try to plan a route so that you would have a chance of walking out of a
forced
landing area if you go down. Have current charts for the route you are
flying.
The earth might not change much but airspace and frequencies do.
Rule
eight states, be
sure the runway length is equal to airplane manufacturer's published
takeoff or landing distance. A safety margin of plus 80 percent of the
published distance should be used for hard surface, double the manual
distance
if sod, and triple the manual distance if wet grass.
Rule
nine addresses takeoff and landing
limits. Abort your takeoff if not solidly airborne in the first
one-half of
runway. Always, when safe, plan to touchdown 200 feet inside of runway
threshold. Abort your landing if not solidly on the first one-third of
the
runway. Never quit flying until the engine is shut down and the chocks
are in
place.
Rule
ten has to do with wind limits. Never
attempt taxiing when crosswinds or gusts exceed 50 percent of stall
speed
unless outside assistance is used. It is suggested never to attempt
takeoff or
landing when 90 degree surface crosswinds exceed 20 percent of stall
speed.
This would equate to about 10 mph. We know that the demonstrated
maximum
crosswind component is a recommended limitation and that we have landed
or
taken off in more than 10 mph. The airplane is probably more capable
than our
own abilities and proficiency. The key word is "proficiency". Always
plan ahead and be ready for the unexpected. Never taxi closer than 1000
feet
from the "blast" end of a large or turbojet aircraft.
The
eleventh rule has to do with our physical
condition as pilots. Never attempt to fly if less than eight hours have
elapsed
since drinking alcoholic beverages. More important is that the residual
effects
are gone. Do not fly if you are extremely fatigued or emotionally upset.
Rule
number twelve has to do with starting the
engine. Never attempt to hand start an airplane unless a qualified
person is at
the controls. Even then, be very careful and completely brief all
persons
involved with the starting procedures.
These
rules were developed from insurance
company files on aircraft accidents. They are only guidelines. Good
judgment
and proficiency are our best insurances for a safe flight. These 'rules' were from an out-of-print FAA pamphlet FAA-P-8740-7, The
Safe Pilot's 12 Golden Rules.