Legal

Club Rules

  1. General
    • All persons hiring aircraft from Kurusha for whatever reason are deemed to have read and understood the rules on this website, and agree to comply with any other rules and procedures that may be published by Kurusha.
    • To fly Club aircraft as PIC, all pilots must either be paid-up members of the Kurusha Club or a suitably-qualified instructor. Instructors are automatically included on the insurance when they are instructing Club members, whether or not they’re members themselves.
    • Club instructors are not bound by the recency rules in this section, but if out of date may not fly as PIC without the agreement of the Chief Instructor.
    • SFH members may only fly as PIC if they have been checked out by one of the Club’s instructors and been signed off as competent. A flight with one of the Club’s instructors is required at least once per year, regardless of the circumstances. This includes instructors. The content of the checkout is not prescribed, but it should include some non-GPS navigation, a stall, a PFL and a circuit. Instructor may use their judgement to shorten or lengthen the checkout as necessary. The validity of a checkout will be one year plus to the end of the month.
    • Pilots flying Club aircraft are liable for the insurance excess, should they have an incident that requires an insurance claim; this currently stands at £1200. If the Club management decide not to claim on insurance, pilots having an incident will be liable for an amount that will not exceed the insurance excess. This paragraph does not apply to students flying under the authorisation of an instructor, in which situations the instructor will also not be held liable for the excess.
    • In order to fly as PIC of Club aircraft, members must have at least a UK NPPL or PPL(A) with a type/group/class rating that allows them to fly the Club aircraft, as well as an appropriate medical. This includes any differences or familiarisation training that may be necessary, such as tailwheel or variable-pitch propeller training. It is each member’s responsibility to keep their licence, ratings and medical in date. Copies of each member’s licence and medical will be kept on file.
    • If two Club members fly together then one or other must be designated as PIC for the purposes of that flight.
    • Members must keep their paper logbook up to date and produce it for inspection if requested by Club management.
    • SFH members must fly at least one take-off and landing in each six week period as PIC or under the supervision of a Club instructor in order to stay current for Club purposes. Members who fail to achieve this must undertake a dual flight with a Club instructor before flying PIC (at the discretion of the Head of Training)
    • Pilots hiring Club aircraft must not have claimed on any aviation insurance policy within the previous five years. Pilots who do not declare this and have an accident may find themselves liable for the full cost of any accident or incident.
    • Students and self-fly hirers must follow the checklists provided for each aircraft.
    • The keys for the aircraft are normally kept in the clubhouse. The PIC should normally swap the aircraft keys for their car keys in order to not forget to put the aircraft keys back on the hook.
    • Hi-viz is to be worn airside at Thruxton.
  2. Maintenance
    • Aircraft maintenance may be carried out only by approved maintenance providers.
    • Maintenance that may be carried out by pilots is limited to the following:
      • Tightening dzus and other panel fasteners;
      • Topping up engine oil;
      • Cleaning panels and transparencies.
  3. PIC responsibilities
    • Pilots flying Club aircraft are responsible for ensuring:
      • The safety and security of the aircraft, and any passengers when airside.
      • That they carry enough fuel and oil, and that these are the correct types. For the purposes of this paragraph, ‘enough fuel’ means sufficient for start-up and taxy, take-off and climb, trip plus 10%, diversion plus 10% (if IFR), approach and landing, plus a 30 minute reserve.
      • The safe hangaring of the aircraft (whenever possible) or secure picketing and covering of it, in the event of an overnight stop, including the fitting of all available ‘remove before flight’ items (e.g. the pitot cover).
      • That they follow up any noise or nuisance complaints made against them.
      • That they adhere to the limitations of their licence and ratings.
      • That personal items such as maps, pens etc. are removed from the aircraft after flight in order to ensure that there are no unknown loose items left in the aircraft. The aircraft should be cleaned if they return dirty from a flight, and the inside must be left tidy.
      • That copies of all required documents are in the aircraft prior to flight. The documents that must be carried are:
        • Certificate of Airworthiness
        • Airworthiness Review Certificate
        • Certificate of Registration
        • Noise Certificate (if required)
        • Insurance Certificate
        • Mass and balance data
        • Radio Installation Certificate and Radio Licence
        • Pilot licences and medical certificates
        • A current aviation map of the appropriate area. If electronic, the battery status must be confirmed to be adequate prior to departure. The carriage of a paper chart is strongly recommended.
        • Interception procedures
      • That in the event of an accident/incident, the occupants DO NOT, under any circumstances, accept responsibility in full or in part for the accident/incident. This is a requirement of our insurance. Pilots who accept responsibility might be required to pay the full cost of the accident if the insurance does not pay out as a consequence.
      • That any required reports are completed immediately after flight, including MOR, birdstrike, airprox etc.
  4. Aerobatics
    • It should go without saying that aerobatics may only be flown in those aircraft that are so cleared.
    • Members must have an aerobatic rating and be checked out by a Club instructor who is authorised to teach aerobatics before they can fly aerobatics as PIC in Club aircraft. In addition, they must have logged at least half an hour of aerobatics or demonstrated aerobatic competence to a Club aerobatics instructor in the previous month.
    • Club instructors may not teach aerobatics unless their licence permits this and they have received instruction in recovery from inverted spins.
    • Aerobatics are not flown in such a way as to cause nuisance to persons on the ground. The absolute minimum height above ground is to be 2000 ft unless practising for or competing in an organised aerobatic contest, in which case such practice must be at a location that has been specifically notified for the same and the minimum height is then in accordance with the minimum box height for the level of competition.
    • Any bags (e.g. flight bags) carried during aerobatics must be strapped in securely. There must not be any loose articles in the aircraft that could cause a flight safety issue or an injury. No bags other than flight bags are to be carried during aerobatics.
  5. Financial
    • Flight times for billing are taken from the CloudbaseGA sensor whenever possible. This calculates chock times and airborne times to the nearest second and ensures that not only are you billed for what you’ve actually done but also that the aircraft are serviced at exactly the right time. When calculating figures for the ‘Flights’ page, chock times are rounded to the nearest five minutes, but always such that the overall time is within 2.5 minutes of the decimal figure. We do this because logbook times should be rounded to the nearest five minutes.
    • Bills must be paid promptly; credit will not be extended. Invoices will be generated after flight; payment will be due on receipt. Payments for flights are to be made by bank transfer whenever possible. If credit/debit cards are used for payment then an extra 1% extra may be charged.
    • Payment for membership is to be made monthly in advance by Standing Order.
    • Pilots hiring the aircraft (Self-Fly Hire) are normally to fill up the aircraft to tabs (approx 34 USG) after each flight; the cost will be put on the Company’s account.
    • Cancellations within 24 hours of flight may incur a charge, the rate for which will be £35 + VAT per booked diary hour.
  6. Landaways
    • Club members may take an aircraft away for periods of up to one day, with prior agreement, but a minimum charge of up to three hours’ worth of flying may be made. Discretion may be applied depending on how busy the day would otherwise have been.
    • If any maintenance is required during a landaway this is not to be carried out or organised before speaking to Club management. This excludes the topping up of engine oil and anything else that may be required as part of a normal daily inspection as per the Flight Manual.
    • If any reportable accident or incident should occur while away from Thruxton, Club management must be informed before the aircraft is moved either under its own power or using a tow, unless such action is for safety purposes or is demanded by the site operator. If the aircraft is to be moved before approval by Club management, photos are to be taken of the aircraft, showing the damaged area(s) and the surroundings.
  7. Weather & associated limits
    • The PIC shall adhere to the limits set out here.
    • Home-made instrument approaches in IMC are forbidden; only notified approaches published in the AIP may be used for airfield approaches in IMC. Pilots may let down en route in IMC only as low as the MSA or 1000 ft above the highest obstacle within 8 km, whichever is the higher.
    • A Safety Altitude (SA) shall be established for navigational flights:
      • VFR: A Safety Altitude shall be established for each leg of a VFR navex. Navexes should normally be flown no lower than 1000 ft above the highest obstacle within 8 km of the aircraft unless the PIC is certain of the aircraft position and is satisfied that it is safe to descend below the Safety Altitude, although this can be reduced to 500 ft at instructor’s discretion, and lower still when necessary for instructional purposes (e.g. teaching low level navigation). By night below 3000 ft AMSL the aircraft shall remain clear of cloud with the surface in sight and with a minimum visibility of 5 km. The cloud ceiling shall not be less than 1500 ft.
      • IFR: Except when necessary for take-off or landing, the aircraft shall be flown at a level of at least 1000 ft (2000 ft in mountainous areas) above the highest obstacle located within 8 km of the estimated position. When flying outside controlled airspace, the aircraft must be flown in accordance with the IFR cruising levels.
    • Instructors must observe the privileges of their licence and ratings and adhere to any weather limits specified in the Flight Manual.
    • Day VFR Weather Minima for Kurusha Club Pilots and Students
      • Students
        • Circuiting: cloud base no less than 500 ft above circuit height; visibility min. 5 km; crosswind max 5 kt (or at FI’s discretion); max 20 kt surface wind.
        • Local area flying: cloud base higher than MSA (i.e. 2300 ft AMSL near Thruxton); visibility min. 8 km; crosswind max 5 kt (or at FI’s discretion); max 20 kt surface wind.
        • Cross-country: cloud base higher than MSA en route; visibility min. 8 km; crosswind max 5 kt (or at FI’s discretion); max 20 kt surface wind.
      • PPL holders – less than 100 hours PIC
        • Circuiting: cloud base no less than 500 ft above circuit height; visibility min. 5 km; crosswind limit as per the Flight Manual; max 25 kt surface wind.
        • Cross-country: cloud base higher than 1500 ft agl en route; visibility min. 5 km; crosswind limit as per the Flight Manual; max 25 kt surface wind.
      • PPL holders – 100 or more hours PIC
        • Circuiting: cloud base no less than 1200 ft above aerodrome; visibility min. 3 km; crosswind limit as per the Flight Manual; max 30 kt surface wind.
        • Cross-country: cloud base higher than 1500 ft agl en route; visibility min. 5 km; crosswind limit as per the Flight Manual; max 30 kt surface wind.
      • Derogation for IMC-rated PPL holders
        • Takeoff and circuiting VFR: cloud base no less than 800 ft above aerodrome; visibility min. 1500 m.
        • Visual approach VFR: cloud base no less than 1000 ft above aerodrome; visibility min. 1500 m.
      • Derogation for IR-rated PPL holders
        • Takeoff and circuiting VFR: cloud base no less than 600 ft above aerodrome; visibility min. 1500 m.
        • Visual approach VFR: cloud base no less than 1000 ft above aerodrome; visibility min. 1500 m.
      • Derogation for CPL(A) and ATPL(A) holders: No specific minima apply other than as specified in the AIP and Flight Manual.
    • Night VFR Weather Minima for Kurusha Club Pilots and Students
      • Solo students and PPLs with less than 100 hr PIC: as per Day VFR; cloud ceiling no less than 1500 ft agl.
      • All other pilots: cloud ceiling no less than 500 ft above circuit height or 1500 ft agl, whichever is higher; visibility min. 5 km; crosswind limit as per the Flight Manual; max 30 kt surface wind.
    • IFR weather minima
      • Pilots with an IMC rating: As per the aerodrome operating minima in the AIP; cloud base no less than 200 ft above procedure minimum.
      • Pilots with an IR: As per the aerodrome operating minima in the AIP.
  8. Night flying
    • Pilots who have not flown a club aircraft at night for more than ninety days must fly with a club instructor before solo night flying.
    • Club instructors should fly a night mutual sortie before the first night instructional trip of the winter. This can be waived at the discretion of the Head of Training.
    • It should be remembered that in order to carry passengers at night pilots must have completed one landing at night within the last ninety days.
    • A torch must be carried by each pilot