Throughout this document the pronouns “he” and “his” are used to refer to a pilot

and are not to be considered gender specific.

The first flight of the Atlantic Flying Club was on June 2, 1970, in a Cessna 150

purchased for $3,300. The Flight Regulations were first published in May 1970 and

revised several times since.

Section Page #

I

Reservations, Scheduling & Use of Time 4

I

I Logging and Reporting Time 5

I

II Aircraft Inspections and Maintenance 6

I

V 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

I

X 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.

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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 or be away from the local area.

b) Each member must indicate his destination when he departs from the local

area. This information must be recorded on the destination log located in

the hanger.

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:

flight time.

fine will be 1 hour of flight time.

hour of flight time per day.

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-

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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 immediatley 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 Club 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 Operations Officer for assistance if you feel a reservation rearrangement

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: Aircraft, N number, Tach start and stop time, Pilot’s name and 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”.

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e) Any aircraft deficiency should be noted under the “Remarks”.

1) There shall be a line (visual) inspection performed before each flight by the pilot

making such flight. Any defects found in the plane’s structure or accessories shall be

reported to the Aircraft Maintenance Officer immediately (or, if not available, to the

Operations Officer) and no flight shall be made if such defect may endanger the safe

operation of the aircraft.

2) Prior to each flight the pilot shall check the fuel and oil quantities visually and by

the gauges.

3) After each flight the pilot is responsible to see that the aircraft is serviced with fuel,

and oil is on the recommended level, so that the plane will be ready for the next flight.

The aircraft shall be cleaned, at minimum the leading edges, cowling, windscreen &

windows, and interior carpet.

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.

5) Aircraft left without a pilot must be tied down, the wheels chocked if chocks are

available, the master switch off, and the controls locked.

6) If the aircraft is assigned a particular hanger, it will be stored inside the hanger

after each flight. If the pilot is scheduled for a local day flight the hanger door can be left

opened and unsecured during the day of the flight. If the flight is overnight the hanger

door will be closed and locked.

7) No member shall be permitted to attach any object to the plane or in any manner

make adjustments or repairs unless approved by the Aircraft Maintenance Officer.

8) An annual inspection shall be performed each twelve (12) months.

1) Each member is responsible for a complete pre-flight check of his or her aircraft.

Squawks should be reported to the Aircraft Maintenance Officer, (or if unavailable, to the

Operations Officer) as soon as possible and, if sufficiently serious, the member should

take all necessary precautions to ground the aircraft until the squawk is cleared. In such

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case the “grounded” sign will be hung on the pilot’s yoke and the problem noted in the

“Remarks” on the Flight Time Log Booklet

2) It is the responsibility of each member to know the authorized loading limits and

requirements of each aircraft in which he acts as PIC.

3) Aircraft check-lists shall be used by all pilots for starting engines, before takeoff,

before landing, and before engine shutdown.

4) The Club will maintain a current Jacksonville sectional chart in the aircraft as a

convenience to the members; however, it is the pilot’s responsibility to ensure current

charts and all other required documents are carried for the area of operation.

5) All flights over 50 nautical miles from the point of departure must be made on a

flight plan filed with Flight Service. Pilots are encouraged to report their position every 30-

60 minutes along their route. Flight Following Service is recommended.

6) Only aircraft certified in Acrobatic Category may be used for acrobatic maneuvers.

7) The “12 golden Rules” for safe aircraft operations on the ground and in the air shall

be observed by all pilots in the Club. These rules are the results of analyzing thousands

of aircraft accidents by the Flight Safety Department of the National Aviation

Underwriters. A copy is appended to these flight regulations.

1) All flying in any club aircraft is to be done in strict accordance with existing Federal

Aviation Regulations, and State, Local, and the Atlantic Flying Club Regulations.

2) Off-airport landings are not permitted, except in case of an emergency. Members

shall make landings only on landing fields approved by the FAA and the club’s

Operation/Safety Officer unless an emergency occurs. This normally means an airport

with a paved strip that is attended.

3) No member shall land or take-off from an unlighted field during the hours of

darkness except under emergency conditions.

4) Violations are subject to a fine to be set in each individual case by the Board. The

cost of any repairs or replacement not covered by insurance which is a result of damage

incurred by taking off or landing at an area other than an approved field shall be paid for

in full by the member in charge of the aircraft. NOTE: For damage other than the above,

see Article XV, Sections 2, 3, & 4 of the Club’s by-laws.

5) There shall be no formation flying of the Club aircraft with each other or any other

aircraft.

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1) No flight (cross-country or local) shall be made without noting in the reservation

book the name of the pilot-in-command, the period for which the pilot expects to have the

aircraft, and the destination city/airport (use full name of airport, not alphanumeric

identifiers).

2) It is the responsibility of each member to see that his medical certificate and pilot

certificate are at all times current and carried on his person for each flight. No person

may fly a Club plane unless these requirements are met.

3) All flights are to be made within the limits of the FAA certificate of the member

piloting the Club aircraft.

4) Only Active and Associate Club members shall fly Club aircraft, except that

qualified maintenance personnel making necessary test flights shall be permitted by any

Club member to fly any Club aircraft.

5) No member shall use the Club aircraft for hire nor shall he rent or lend the Club

aircraft to any other person.

6) Club aircraft shall not be used by any member for commercial operation or for

personal gain. No member may offer transportation to a non-member for a profit.

7) A member may accept an offer to share the costs of a flight made for a common

interest. Particular care must be taken that it cannot in any way be construed as a charter

operation. A member may use Club aircraft for personal transportation, for pleasure, in

his business, or for his employer.

8) No member shall use any Club aircraft while under the influence of alcohol or

drugs. Nor shall any pilot-in-command of Club aircraft permit any of his passengers to

use alcoholic beverages of any kind during flight. Determination as to whether the

member was under such influence or not, or whether or not he violated either of these

rules, shall be made by the Board and their decision shall be final. Any member found

guilty of a violation of this section shall be expelled from the membership in this club.

9) FAA Flight Plans (VFR or IFR) are required for all cross-country flights. See

SECTION IV, par. 4 above.

10) No flights are permitted outside the continental United States, unless approved in

writing by the Board of Directors. Requests for such flights must be made in time to allow

the board to review and approve them and to arrange for insurance coverage. All

expenses involved in approving and conducting such a flight must be borne by the

requesting member.

11) Only Club members may act as pilot-in-command of the Club aircraft.

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12) Under no circumstances may a member instruct another member in the Club

aircraft unless he is qualified flight instructor.

13) No member shall give flight instruction in the Club aircraft to a non-member though

the Club member holds a flight instructor’s rating.

14) No Student Pilot shall receive flight instruction in a Club aircraft from any flight

instructor except those designated and approved as flight instructors by the Board of

Directors.

15) Club aircraft shall not be used by any member in a careless, reckless, negligent, or

otherwise unsafe manner, or in any way that would tend to bring discredit upon this Club

or upon any of its members.

1) Each member is urged to fly at least twelve (12) hours per year to maintain a

minimum level of proficiency.

2) On cross-country flights a member shall be charged a minimum of two (2) hours

per day for each day the aircraft is in the member’s possession. For instance: If a

member keeps the aircraft overnight for three (3) nights, he is expected to put six (6)

hours of flying time on the aircraft.

3) Flights of less than three-tenths of an hour are discouraged because of excessive

wear and tear on engine, electrical system, tires, and brakes.

1) Each member joining the Atlantic Flying Club shall be instructed and checked out

thoroughly prior to flying each make and model of the Club aircraft. This can be

accomplished by evaluation by a Club-designated CFI through interview, logbook review,

and actual flight.

2) Student pilots must be rechecked by a club instructor every ninety (90) days before

flying solo. Depending on the proficiency of the student pilot, this period may be reduced

at the discretion of the Operations Officer or the student’s designated flight instructor.

Lapses in flight activity of more than 30 days require a logbook endorsement by a flight

instructor.

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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 check-lists

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: Normal w & w/o flaps, short-field, soft-field, crosswind,

and simulated high-altitude takeoffs.

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 Fernandina Beach,

repair or have repaired all items affecting safety of flight. Contact the Aircraft

Maintenance Officer (or, if not available, some other Club Officer/Director) before

arranging for any repairs over one hundred ($100.00) dollars. For amounts less than this,

the member may do so in his own name, and after presentation of a properly receipted bill

for such sales and/or services, and after the bill has been approved by the Treasurer, said

member shall be given credit.

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 shall be absorbed by the member.

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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 to each

Active and Associate 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.

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5) MEMBERS ARE RESPONSIBLE TO BE FAMILIAR WITH CURRENT FEDERAL,

STATE, LOCAL, AND CLUB FLYING REGUALTIONS!

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 it’s 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

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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-ofprint

FAA pamphlet FAA-P-8740-7, The Safe Pilot’s 12 Golden Rules.