1. 2015 Safety Meeting April 11, 2015

2. ASC 2015 Safety Meeting Glider Videos Agenda –Greeting & Introductions –Safety Presentation, Rick Clark Safety Videos Continuing Education & Resources Spring Club check rides / Mid-year check rides / Flight Reviews (BFR) –Ground Operations, Tom Shipp –Membership Meeting/Update, Dave Huck

3. Safety Discussion What would you have done? / What will you do? –Video One:Video One: Situation: Transition pilot “high time” in airplane & helicopters; second flight in a glider; glider 1-34 –Video Two:Video Two: Situation: Glider getting lower over a neighborhood –Video Three:Video Three: Background: Risk Management & Pilot Limitations –Video Four:Video Four: Background: Pilot Decision Making, Limitations, & Training Key Take A Ways: 1.Access yourself and know your limitations 2.Take additional training & practice 3.Continuously access the situation and insure you have multiple safe options (What if…?) 4.FLY THE PLANE!!!!!

4. Additional Safety Opportunities FAA Safety Team | Safer Skies Through Education –FAASTeamFAASTeam Spring Club check rides / Mid-year check rides / Flight Reviews (BFR) –Review and Practice signals

5. FAA Safety Web Site

6. Club Resources

8. Operations

13. State of the Club Financially Todd Herzog, Tom Shipp, Larry Clayton and a few others did a deep cost analysis of the club and drew these conclusions: –For the last several years ASC has been operating at or slightly above break even –We have NOT been funding any reserves for major capital items –The gliders have a fairly high fixed cost (insurance etc.) –To increase cash flow, we need to either increase utilization (fly more) or charge more –A detailed report on the team’s findings is available – web link

14. State of the Club Financially Tom Shipp has already talked about Operations changes we can implement to improve the cost picture. We hope to fly more this year yet to protect the clubs future we also felt we needed to increase our revenue even if we do NOT fly more. To achieve that we are making the following changes: –The Hook-Up Fee is going from $11 to $13 –The Tow Charge per ‘1000 is going from $7 to $8 –‘1000 Tow Fee for all flights including simulated rope breaks –We have reduced the insurance coverage on the Cirrus and K-7 while increasing the coverage on the Pawnee due to the new zero-time engine – goal is to ensure our coverage equals the replacement cost. We’ll review annually. –Replace the hangar land line with a MagicJack service –The Cirrus and K-7 are underutilized – we are hoping to remedy that (students in K-7 and scheduling the Cirrus etc.). We will review mid-season and decide if one of them should be sidelined. –Promote Guest Rides – quite profitable

15. State of the Club Participation /Team Work: We need to increase the number of active club members to help share the fixed costs of our club, to that end: We need a Membership director to help bring in new members – I’m asking that one or more of you volunteer We need an Activity Committee – to plan “social events” like a Spring Merillat day etc. Again, I’m asking for some volunteers

17. Glider Retrievals on Taxiways Only = Glider Operations Taxiway = Ops Tent = Glider Movement Taxiway

18. ADG

20. ASC New Member / Student Student Pilot Session –Training Syballus –Practical Test Standard It is the performance standard at which we are working towards For Solo Sign-off you need to be performing at the standard –Documentation of Training Flights Complete Student Log Sheets Log flight time in Log Book –Requirements for Solo –Solo Flight Supervision Insurance Requirement: Direct CFIG Supervision Q:What do insurance carriers mean when they say coverage will not apply to aircraft losses where a student pilot was operating the aircraft unless the student was under the direct supervision of a certified flight instructor? A:In addition to having a student pilot's certificate and appropriate signoffs for the flight involved, insurance carriers want students going on solo flights to be under the direct supervision of a certified flight instructor. Generally that means a CFIG must have evaluated the student, the aircraft, the airport conditions, and the intended flight just prior to departure. To do that the CFIG must be on site, not at home, not at work, and not flying above the airport.