The BHAB is a non-profit making organisation, whose main objective is to promote the use of helicopters throughout the country and to bring to the attention of potential users the advantages of chartering or owning a helicopter. It is also concerned that helicopter operations are conducted safely and responsibly and that proper attention is paid to environmental issues. These objectives are pursued by liaison with government departments, local authorities, the Civil Aviation Authority, public services, private industry and exchange of information with other helicopter organisations outside the UK.

This Code of Practice has been written to inform potential clients of some important basic facts concerning the commercial operation of helicopters. The aim is to ensure that high standards of safety and professional competence are maintained throughout the industry.

The Code of Practice has been endorsed by the BHAB’s Council of Management, following consultation with the Civil Aviation Authority (CAA).

Aviation Law

The conduct of civil aviation in the United Kingdom is set out in the Civil Aviation Act 1982. The enabling document under which powers are delegated to the CAA is the Air Navigation Order 2000 (ANO). The latter contains the precise detail of how flights are to be conducted by all types of aircraft, including helicopters, in the United Kingdom.

The prime purpose of the ANO is safety and UK standards are regarded as some of the highest in the world. Three basic safety principles are:

• No aircraft may be operated in such a way that, even if an engine fails, third parties on the ground are put at risk.

• If there are fare paying passengers on board an aircraft, the operator is required to ensure that certain mandatory safety standards are met to ensure that risk of injury to passengers is minimised.

• In the case of private flights, the CAA ensures that minimum standards in respect of pilot training and licensing, helicopter construction and maintenance are met.

Article 6 of the ANO requires public transport flights to be conducted under and in accordance with an Air Operators’ Certificate (AOC). The standards which an operator must meet to be granted and maintain an AOC have recently been published in (European) Joint Aviation Requirements - Operations 3 - Commercial Air Transportation (Helicopters). These requirements are based on, and are similar in most respects to, UK provisions which may be found in CAA Publication 360.

Most companies in the UK which hold an AOC belong to the BHAB. Anyone contemplating chartering or paying for a journey in a helicopter is advised to contact the BHAB for a list of member companies.

The operating and maintenance standards of each AOC Holder are monitored regularly by Flight Operations Inspectors and Surveyors assigned by the Safety Regulation Group of the CAA. Stringent standards must be adhered to and comprehensive records kept on a wide range of requirements including: operational procedures, weather minima, fuel policy, flight preparation and passenger briefing, selection of landing sites, communications and emergency equipment, maintenance system, technical records, flight crew qualifications and training and flight time limitations. Consequently a flight in a helicopter operated by an AOC Holder is safe and well-regulated.

Strict rules govern the minimum qualifications and standards of training for pilots employed by AOC Holders. He/she must be in possession of a current Airline Transport Pilot’s Licence (Helicopter) to be the commander of a helicopter with more than nine seats or, as a minimum, a Commercial Pilot’s Licence (Helicopter) for smaller helicopters. Frequent checks are carried out by the CAA.  The holder of a private pilot's licence is not legally permitted to receive any remuneration for carrying either passengers or freight.

Despite the understandable interest created by helicopter accidents, there is no justification for singling out the helicopter as being any more dangerous than any other form of transport.  The correct view, supported by evidence, is that in recent years very few accidents have been caused by mechanical failure. Helicopters have become increasingly reliable and safe. Many accidents have been attributed to inexperience or unfamiliarity with the conditions encountered.  No member of the public on the ground in this country has ever been hurt as a result of a mishap to a civil helicopter in flight.

The majority of helicopter passenger movements in the United Kingdom, some 250,000 flights each year, occur in the off-shore energy support sector and the safety record is commendable, particularly in view of the weather conditions experienced throughout the year. The only scheduled passenger service, from Penzance to the Scilly Isles, commenced in 1964.  Extremely high safety standards can be expected by those who charter or travel in a helicopter from a company which holds an AOC and is an operating member of the BHAB.

Many people involved in aviation have never considered chartering a helicopter. Some of those with no experience of the helicopter’s uniquely versatile characteristics dismiss them out-of-hand or believe they are of use only by military, police, air ambulance or search and rescue services.

A helicopter, in comparison with a conventional fixed wing aeroplane of similar seating capacity, is likely to be slower and more expensive in terms of both capital and operating costs. However, one of the disadvantages of a fixed wing aeroplane is that it is restricted to using prepared airfields which by their very nature require considerable amounts of expensive land. Furthermore, airfields are not always sited at locations where the air traveller wishes to go and their limited number can also cause congestion resulting in delays at major centres.

In contrast, the helicopter does not require an expensive infra-structure and what it may lose by way of speed and cost it makes up in flexibility by providing door to door service for its users without having to depend on conventional airfields. The compactness of the United Kingdom with its main cities, manufacturing and financial centres all relatively close together, plus a radial surface transportation system of motorways and railways emanating from London, makes the helicopter an ideal business tool.

For corporate use where, for example, a company might require a party of five or six executives to attend site meetings or conferences in three or four locations around the country in one day, chartering a helicopter can make very sound business sense. Add the fact that those travelling by helicopter will avoid the frustrations of normal scheduled airline, rail or road travel and probably save one or more night’s hotel bills, the helicopter is a most attractive option.

Whereas the general public has developed a high degree of acceptance of fixed wing aircraft, appreciation of helicopters tends to be more limited and less sympathetic. This is reflected in press and political comment, thereby reinforcing the adverse public perception of the helicopter.

However adverse comment does not necessarily reflect the opinion of the public at large. Although some people dislike and distrust helicopters, a far larger number, of all ages and backgrounds, are keen to experience a helicopter flight themselves, as is evident from the number of people who pay for a short pleasure or sightseeing flight when the opportunity arises. Many leading politicians find it essential to travel by helicopter to maintain their schedules and many sections of the media make extensive use of the helicopter industry.

One reason for an ambivalent attitude to helicopters is their perceived noise and intrusiveness. It is therefore incumbent on operators and users of all types of helicopter to ensure that they cause the minimum of environmental impact. This can be achieved by:

• Careful selection of the location of helicopter landing sites

• Sensible flight planning, to include environmental impact as a factor, together with the meteorological forecast and air traffic requirements

• Pilots flying in accordance with the BHAB's 'Pilots' Code of Conduct'.

Helicopters can land at almost all established airports and other airfields, subject to observance of local air traffic and ground handling procedures. They can also be landed at any site at which it is safe to do so, provided the owner has given permission. CAA requirements for landing sites in congested and urban areas are much more stringent than for greenfield sites. However, in all cases helicopter operators are advised to ensure that local interests are consulted and, where possible, accommodated.

Before a helicopter pilot takes off he/she will make thorough preparations for the flight. Factors to be considered include:

• The client's requirements in terms of passengers, baggage, destination(s), arrival times

• Weather, both en-route and at destination(s)

• Air traffic control, restricted areas and other aerial activity

• Fuel requirements, including contingency for diversions

• Topography

• Communications

• Requirement for special permissions from the CAA, eg, to land at a congested area

• Knowledge of layout of destination helipad(s)

• Time of sunset; additional requirements apply for flights at night

• Pilot's flight and duty time limits, in accordance with the ANO

• Aircraft equipment serviceability.

Prospective passengers are asked to provide timely and accurate information to the helicopter operator/pilot to aid the flight planning process.

In addition to complying with the conditions of an AOC a helicopter operating company must be in possession of an Operating Licence issued by the Consumer Protection Group of the CAA. To obtain and maintain this licence the operator must, among other things, meet the requirements of the EC Regulation on air carrier liability in the event of accidents, as incorporated into UK Law by the Air Carrier Liability Order 1998. This regulation determines the extent of an air carrier’s liabilities and prescribes specific requirements for the provision of information to passengers. Details are set out in the operators’ conditions of carriage.

Prospective passengers are advised to be aware of these conditions, which are similar to those followed by scheduled commercial airlines, so that they may take out additional insurance if required. It should also be noted that there is no legal obligation for a helicopter flying privately to carry any third party or insurance at all.

For further information contact the BHAB at:

The Graham Suite, West Entrance, Fairoaks Airport, Chobham, Surrey GU24 8HX

Tel: +44 (0)1276 856100 Fax: +44 (0)1276 856126

Email:  info@bhab.org

Documents available include:

• The Civil Helicopter in the Community  Legal aspects and common practices regarding helicopters operating from landing sites other than recognised airfields.

• The Future Role of the Helicopter in Public Transport

• A Simple Guide for Setting Up an Unlicensed Helicopter Site

• An Introduction to the World of Helicopters

• Helicopter Pilot/Engineering Training leaflets

• The BHAB Information Handbook at £9.00 inclusive of p&p.

All of these documents, except for the Information Handbook, are on the BHAB website.

June 2004

 

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