1. DUTY OF CARE: ALL pilots have a duty of care and responsibility to ensure that they operate the aircraft within its performance envelope and with due regard to subsequent users of the aircraft. This includes but is not limited to, staying within the G load and aerial manoeuvre limitations, weight and balance, appropriate V speeds, engine management, structural or cosmetic damage. Any variations and/or excursions should be noted in the tech log. Any failure to note any relevant fact will be pursued using all relevant statutes if satisfactory resolution cannot be achieved.
2. The delivery of this agreement via e-mail, by hand or post and any subsequent use or intended use of the aircraft is deemed to be acceptance of this agreement and its associated terms and conditions.
3. Papa-Bravo Aviation Ltd provides checklists, maps, route plans, advisory information, and copies of manuals, equipment and consumable materials in good faith for the pilot’s optional use. No such items should be construed to be certified and/or comply with any relevant CAA/JAR/FAR directives, guidelines or laws. It is the pilot’s sole responsibility to ascertain that such materials and information are reconciled with/ used in conjunction with authorised documentation, procedures and materials.
4. In order to be eligible to rent a PAPA-BRAVO AVIATION airplane a valid MEP PPL/CPL is required from any ICAO country. Photocopies of licenses and logbooks are not acceptable.
5. The operation of this aircraft requires high levels of pilot competence, currency and capability. The complexity of systems, the pilot workload under challenging circumstances and the mission profile that the aircraft can take pilots into, all require a level of training and currency well in excess of that experienced by most pilots flying SEP.
6. If in the opinion of Papa-Bravo Aviation or any of its agents, a pilot fails to achieve or maintain the requisite level of skills then Papa-Bravo has the absolute right to refuse, revoke and/or terminate a pilot’s right to fly the airplane, at any time.
7. To ensure this standard is achieved and maintained the following minimum standards of education and experience are required.
8. Ground school, comprising acquisition of G1000 pilots guide, G1000 Cockpit reference guide, Garmin Basic Video Introduction and either King or Sporty’s G1000 video tutor, plus DA42 AFMs for all systems plus KAP140 autopilot. Requires at least 10 hours minimum study time. Ground school can be arranged with one on one tuition, call for details.
9. Flying skills:
· CPL/ATPL pilots who are current and flying regularly in full time aviation employment will be assessed individually. In all cases a type conversion course, an 80% pass in the written exam and two check sorties, one for VFR and one for IFR will be required.
· Flying skills and experience: for all other pilots, the following standards apply.
o VFR: 200 hours total time of which at least 125 hours PIC plus minimum of IMC rating
20 hours of non DA42 MEP and DA42 type conversion completed or DA42 MEP completed
70% pass mark in our written knowledge test
1 hour minimum check ride in addition to the above
1 hour minimum check ride after 28 days passed with no flights
Check ride pass standard as per MEP test
o IFR:As above plus
300 hours total time of which at least 200 hours PIC, 50 hours of IR time.
80% pass mark in our written knowledge test
1 hour minimum IFR check ride (in addition to VFR check ride) including ILS, non precision approach, hold, partial panel and full autopilot controlled sector from 800 feet after take off to decision height on return
1 hour minimum IFR check ride after 56 days after no IFR flights
10. The pilot in command has to operate the airplane only in accordance with the flight manuals, which are supplied, with the airplane.
11. The airplane is fully liability, hull and third party insured. It complies with all EU statutes and most insurance requirements throughout Europe
12. The minimum rental fee is to be paid by the customer before the airplane is handed over to the customer. (This fee waived for customers acting through our Agents). The balance owed must be paid upon return of the airplane.
13. For all customers invoices, terms are strictly net, i.e. payable in full on production of invoice.
14. The aircraft and third parties are insured for £1,000,000, total, for all risks, a copy of the insurance is carried in the aircraft. It is the pilot’s responsibility to supplement this insurance for whatever purpose he so requires.
15. The excess responsibility for the customer, which is not covered by the insurance, is £3000. Any damage caused to any part of the plane, intentional or unintentional will be invoiced for. (Normal definitions of wear and tear excepted) Loss of no claims discount and future increases due to bad accident record will also be charged for in the event of a claim.
16. The airplane is handed over to the customer in a clean and airworthy condition. If cleaning internally and externally by the customer is not possible PAPA-BRAVO AVIATION will clean the airplane for a fee of £35.00 (excluding daily hire).
17. The airplane will be normally handed over with full main tanks and is to be returned with as such. If this is not possible, the customer will pay for the fuel at the usual prices of the airport (excluding daily hire) and/or Papa-Bravo Aviation Ltd will charge/reimburse for any inequalities.
18. PAPA-BRAVO AVIATION LTD or our Agents will only issue PIC authorisation. Checkouts by other persons need to be authorised by PAPA-BRAVO AVIATION. Persons can only act as pilots in command if they have been checked out by PAPA-BRAVO AVIATION or by a person authorised by PAPA-BRAVO AVIATION.
19. In case of a checkout by a person who is authorised by PAPA-BRAVO AVIATION this person has to make sure that the pilot who is to be checked out is informed about the terms and conditions of this contract.
20. If the airplane is flown by people other than those authorised by PAPA-BRAVO AVIATION, the customer is liable for damages in the full amount. In addition a penalty in the amount of £3000.00 will be applied.
21. The checkout for the pilot in command is valid for 28 days. If during this period the customer did not log at least one landing and one flight of at least 30 minutes by a certified entry in the logbook he must have a new checkout. (Only waived at the sole discretion of the associated check pilot)
22. All check rides will be charged at the hourly rate, minimum half-hour.
23. All fees for landing, airways, parking and other fees are to be paid by the customer. Approach fees will be invoiced to the customer after the invoice has been received by PAPA-BRAVO AVIATION.
24. Allowance for bad weather or ‘down time’ due to technical faults will be given in the form of a credit. No refunds will be given. Bad weather claims must be supported by the relevant TAF/METAR evidence for the days claimed. No allowance will be made for ferry flights to and from Bagby for whatever reason.
25. If the airplane cannot be returned to PAPA-BRAVO AVIATION through the customer’s fault, PAPA-BRAVO AVIATION will collect the airplane from wherever it is by the quickest way and at the earliest time possible at the cost of the customer.
26. An extension of the agreed charter period is only possible with specific permission by PAPA-BRAVO AVIATION.
27. The customer is responsible for the secure parking of the airplane on all airfields including Bagby (tie down, locks and gust locks).
28. Advance booking can be made subject to availability upon payment of the minimum charge for the appropriate rate band. (Waived for customers directly managed by our Agents)
29. PAPA-BRAVO AVIATION instructs the customer that in case of wrong statements or actions caused by gross negligence or negligence of the pilot he will be held responsible in person by our insurance.
30. For the avoidance of doubt this agreement is a full and complete description of the relationship and is governed by English Law.
31. Papa-Bravo Aviation is a trading division of Papa-Bravo Ltd, Keepers Cottage, Islbeck, Thirsk, North Yorkshire, YO7 3AN