The club has transitioned to aircraftclubs.com for scheduling. You will receive an email from aircraftclubs.com prompting you to create your user account once your member account has been made by one of the administrators. The website will also track your BFR date, medical date, and annual club checkout date, and send you a reminder 4 weeks before any of these expire.
The club has a few rules regarding acceptable schedules. If these cause a problem, please contact one of the schedulers well in advance to discuss it.
- The minimum period for which the airplane can be scheduled is 1.5 hours.
- The maximum period for which the airplane can be scheduled is two weeks.
- If the airplane flies less than an average of two hours for each night that it is away from KBJC, then the number of hours flown will be adjusted upwards to meet this minimum.
- Each club member may have no more than two (2) flights involving an overnight stay on the schedule at any given time.
- When scheduling for a two-week period, we prefer that the flight depart on Sunday and return on Saturday so as to avoid blocking two weekends from other members.
- When scheduling out of state and for a multi-day trips, please include the destination with your request.
Reserve your plane here.
Cleaning the windshield
Please be careful when cleaning the windshield. Do not use paper towels or rough cloth. These will create many tiny scratches in the windshield that are not apparent until you’re flying into the sun. Always use a soft cloth, like cheesecloth or a well-washed T-shirt. In fact, it’s best not to use a cloth at all until the surface is relatively free of bugs and dust. Flush the windshield with water, and let the bugs soak for a while before rubbing them off with your hand and more water. The red spray bottle on the workbench contains water with a bit of dish-washing liquid for stubborn bugs. (The best way to get rid of stubborn bugs is not to let them dry there — clean the windshield when you return from a flight!)
Click here for a more comprehensive treatment.
Each pilot is responsible for filling the tanks at the end of a flight. Be sure to set the fuel selector valve to either the left or right tank before fueling. This prevents cross-feeding during the fueling operation. If the selector is set to “Both”, and one of the tanks is filled, fuel flows from that tank to the other while you are moving to the other tank.
Please do not fill the tanks to the brim; leave about 1″ for expansion. If you don’t do that, particularly in the winter, the fuel is forced out and stains the fuselage. If you have a pipette, fill the tanks to the 37 gallon mark on the pipette. If you don’t have a pipette, fill until fuel reaches the bottom of the filler neck.
Getting the aircraft into the hangar is one of the riskiest parts of operation. This risk has four components: the hangar doors themselves, the track that they run on, the hangar roof tie-down, and the stop for the port main gear.
Be certain that the doors are completely open before attempting to put the aircraft into the hangar. This is particularly important if you have passengers who have helped to open the doors. There isn’t much clearance between the wing strobes and the hangar walls, and if a door isn’t completely open the wingtips can be damaged.
The hangar roof tie-down has a heavy come-along, and if it is not pulled high enough it can snag the beacon on top of the rudder. So be certain that it is high enough before attempting to put the aircraft into the hangar.
If you are pushing the aircraft into the hangar, and one wheel goes over the track that the hangar doors run on while the other does not, the tail will swing sharply to the side and may collide with the workbench or the hangar wall. Again, this is more likely when you have passengers helping you. Be sure to brief your helpers thoroughly on the risks involved.
Remember that there is only one wheel stop to keep the aircraft tail from hitting the back wall of the hangar. Be sure that the aircraft is straightas it approaches the stop, and don’t let it be moving too fast.
We do have a hand winch that can be used to pull the aircraft into the hangar. Clip the hook to the tail tie-down ring. We strongly recommend using the winch whenever the footing is treacherous in the winter, or when there is only one person to put the aircraft away.
Risks 1 and 2 above also apply when taking the aircraft out of the hangar before a flight.
After the aircraft is secured and chocked, reconnect the battery minder. Remove the keys from the ignition and hang them on the DG heading setting knob. Check around the cabin to ensure that you have all of your personal belongings and that no trash remains.
Please be careful when opening or closing the hangar doors. Don’t push them too fast, because that causes them to jump the track. Also, the north door tends to hang up on the seal when the doors are closed. The symptom is that when you try to push it open it doesn’t want to move. Instead of pushing on the end where the two doors come together, walk over to the north end. You’ll see the bolt heads on the door up against the seal jutting out from the wall. Just push on the door next to the bolt heads, and they’ll pop past the seal. Then the door should open easily. With two people, one can push while the other pulls- the doors then move well.
We don’t really have the tools to get the door back on the track, and it’s best not to try. Instead, call Airport Operations at (720)352-0395 and ask them to come and fix it. That number is manned 24/7, and they usually deal with it pretty quickly. If we’re all careful when we move the doors, we should be able to avoid this hassle.
In the colder months please plug the engine preheater in.