CAA - PPL and Charity Flights
Thread Starter
Joined: Dec 2010
Posts: 10
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From: UK
CAA - PPL and Charity Flights
Hi all, hope someone can help...
A friend has asked if she can raffle off a helicopter flight with me, a PPL, for a charity raffle.
I would not be accepting payment or renumeration.
Is this allowed?
Thanks
A friend has asked if she can raffle off a helicopter flight with me, a PPL, for a charity raffle.
I would not be accepting payment or renumeration.
Is this allowed?
Thanks
Guest
Joined: Aug 2004
Posts: 191
Likes: 0
From: UK
Joined: Feb 2007
Posts: 591
Likes: 0
From: England
Hi
the rules (for helicopters) are :-
Pilot Qualifications
Valid licence;
JAA Class 2 Medical;
Age under 65 years;
200 hours PIC;
25 hours on type;
3 hours PIC on type in the preceding 90 days and
3 take-offs and landings on type in the preceding 30 days.
Weather Conditions
In accordance with licence privileges;
Minimum 2000 ft ceiling;
Minimum 8 km visibility;
Maximum 75% of surface and cross-wind limits.
Operating Limitations
VMC only;
No aerobatics;
A to A only;
Within 25 nm;
Maximum pilot plus 3 passengers;
Rotors running passenger changes only if escorted;
Maximum 3 flights, per pilot, per day.
Joel
the rules (for helicopters) are :-
Pilot Qualifications
Valid licence;
JAA Class 2 Medical;
Age under 65 years;
200 hours PIC;
25 hours on type;
3 hours PIC on type in the preceding 90 days and
3 take-offs and landings on type in the preceding 30 days.
Weather Conditions
In accordance with licence privileges;
Minimum 2000 ft ceiling;
Minimum 8 km visibility;
Maximum 75% of surface and cross-wind limits.
Operating Limitations
VMC only;
No aerobatics;
A to A only;
Within 25 nm;
Maximum pilot plus 3 passengers;
Rotors running passenger changes only if escorted;
Maximum 3 flights, per pilot, per day.
Joel
Joined: Sep 2004
Posts: 63
Likes: 0
From: UK
Further requirements for Helicopter Charity Flights
What Joel says is correct but that is not the whole picture.
Pilots intending to make a charity flight should read ;
http://www.nats-uk.ead-it.com/aip/cu...8_W_070_en.pdf
and in particular Appendix 1 to Annex 3, see selected text below
3 Supplementary Rescue, Fire Fighting and Medical Services
3.1 The pilot should make known to the appropriate local fire and ambulance services details of the proposed operation, giving
particulars of the site location and of access routes suitable for use by their appliances. Suitable means for calling local emergency
services shall be available together with written instructions on action to be taken in an emergency and contact names and telephone
numbers. The pilot will be responsible for the provision of primary rescue, fire fighting and medical services and persons competent to
operate them. Such equipment and persons must be ready and available for immediate reaction to an incident or accident on the
heliport
Item 5 says ;
5 Site Operation
5.1 After the heliport area has been designated and where necessary roped or fenced to prevent access by unauthorised persons, a
control point is to be established adjacent to the touchdown and lift off area. The rescue and fire fighting vehicle will normally be colocated at this control point but in any case should be so positioned as to be capable of responding to any incident or accident within
the confines of the heliport within 2 minutes.
Note: Response time is considered to be the time between the incident happening and the time when the vehicle is in position to apply
foam
The size of the site and any obstructions thereon have also to be given careful consideration, see Item 6 "Site Criteria". In the examples given a Bell 206 would need a site length of 492 metres although this may be curved, subject to a minimum turn radius of 200 metres.
Pilots intending to make a charity flight might give thought to doing it from a licensed airfield where the provisions of this annex are met.
I would also draw attention to item 3 in the opening paragraph of the AIC;
3 For the purposes of this Circular and the General Permission, the term ‘registered charity’ includes exempt and excepted
charities, all as defined by the Charity Commission. Further information can be found on the The Charity Commission for England and Wales web site.
So however worthy a cause if it is not a Registered Charity as defined above you will not be complying with;
http://www.caa.co.uk/docs/33/ORS4_793.pdf
and your flight will not therefore be legal and thus your insurance will not be valid.
Sorry to sound negative about this but as I understand it these regulations were introduced by the CAA after they were lobbied extensively by the helicopter charter industry who were concerned that bogus Public Transport flights might be conducted under the guise of charity flights.
Please read;
http://www.nats-uk.ead-it.com/aip/cu...8_W_070_en.pdf
It's not a difficult or long document and it could save both hassle and heartache
Pilots intending to make a charity flight should read ;
http://www.nats-uk.ead-it.com/aip/cu...8_W_070_en.pdf
and in particular Appendix 1 to Annex 3, see selected text below
3 Supplementary Rescue, Fire Fighting and Medical Services
3.1 The pilot should make known to the appropriate local fire and ambulance services details of the proposed operation, giving
particulars of the site location and of access routes suitable for use by their appliances. Suitable means for calling local emergency
services shall be available together with written instructions on action to be taken in an emergency and contact names and telephone
numbers. The pilot will be responsible for the provision of primary rescue, fire fighting and medical services and persons competent to
operate them. Such equipment and persons must be ready and available for immediate reaction to an incident or accident on the
heliport
Item 5 says ;
5 Site Operation
5.1 After the heliport area has been designated and where necessary roped or fenced to prevent access by unauthorised persons, a
control point is to be established adjacent to the touchdown and lift off area. The rescue and fire fighting vehicle will normally be colocated at this control point but in any case should be so positioned as to be capable of responding to any incident or accident within
the confines of the heliport within 2 minutes.
Note: Response time is considered to be the time between the incident happening and the time when the vehicle is in position to apply
foam
The size of the site and any obstructions thereon have also to be given careful consideration, see Item 6 "Site Criteria". In the examples given a Bell 206 would need a site length of 492 metres although this may be curved, subject to a minimum turn radius of 200 metres.
Pilots intending to make a charity flight might give thought to doing it from a licensed airfield where the provisions of this annex are met.
I would also draw attention to item 3 in the opening paragraph of the AIC;
3 For the purposes of this Circular and the General Permission, the term ‘registered charity’ includes exempt and excepted
charities, all as defined by the Charity Commission. Further information can be found on the The Charity Commission for England and Wales web site.
So however worthy a cause if it is not a Registered Charity as defined above you will not be complying with;
http://www.caa.co.uk/docs/33/ORS4_793.pdf
and your flight will not therefore be legal and thus your insurance will not be valid.
Sorry to sound negative about this but as I understand it these regulations were introduced by the CAA after they were lobbied extensively by the helicopter charter industry who were concerned that bogus Public Transport flights might be conducted under the guise of charity flights.
Please read;
http://www.nats-uk.ead-it.com/aip/cu...8_W_070_en.pdf
It's not a difficult or long document and it could save both hassle and heartache
Last edited by chalmondleigh; 25th March 2011 at 16:44.
