Greenville, TX Municipal Airport -Majors Field

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Theo Hughes

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Theo
Fly In and Pancake Breakfast Nov 3rd
The Fly-In will take place 8 a.m. to 1 p.m. Nov. 3 at the City of Greenville Municipal Airport, Majors Field, located at 101 Majors Road. The event is free and open to the public.
There will be antique aircraft on display, children's activities, a free pancake breakfast from 8-10 a.m. hosted by the Majors Flying Club, and aircraft rides for sale.
One of the highlights will be the “Lady Liberty,” a Douglas Aircraft A-26B Invader attack bomber that was manufactured in 1944 in Long Beach, Calif. It is the oldest known operational A-26 with fully operational bomb bay doors and original cockpit configuration, one of only 13 known to be operating.
Also expected on site are a number of historic aircraft from the Commemorative Air Force, Cavanaugh Flight Museum and private owners, including:
— Douglas R4D
— Stinson L-5 Sentinel
— Vultee BT-15
— T41 Mescalero
— WASP T6
— P-51D Mustang
— Bell Helicopter OH-13D “Huey”
— 1970 BAC Jet Provost Mk. 5
— 1950 deHavilland DHC-2 Beaver
 
RyanShort1 said:
Who are required to be commercially rated, though a CFI could theoretically give an instruction ride if it didn’t fall foul of TSA rules.
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Another issue is that if they are charging for rides (even non-profit), they all need to be on the ride LOA drug testing program.

The CAF pilots should be covered, but this is one of those oft-overlooked things.
 
AggieMike88 said:
Ummmmm.... would this trigger need for Commercial Pilots to conduct the rides?



@mscard88 @midlifeflyer @Greg Bockelman @James331
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Id imagine it would have to be a CPL, though there is that charity thing

If its being done under CFI/instruction they would probably want to rebrand it as “discovery flights” or something.


§61.113 Private pilot privileges and limitations: Pilot in command
(d) A private pilot may act as pilot in command of a charitable, nonprofit, or community event flight described in §91.146, if the sponsor and pilot comply with the requirements of §91.146.

§91.146 Passenger-carrying flights for the benefit of a charitable, nonprofit, or community event.
(a) Definitions. For purposes of this section, the following definitions apply:

Charitable event means an event that raises funds for the benefit of a charitable organization recognized by the Department of the Treasury whose donors may deduct contributions under section 170 of the Internal Revenue Code (26 U.S.C. Section 170).

Community event means an event that raises funds for the benefit of any local or community cause that is not a charitable event or non-profit event.

Nonprofit event means an event that raises funds for the benefit of a non-profit organization recognized under State or Federal law, as long as one of the organization’s purposes is the promotion of aviation safety.

(b) Passenger carrying flights for the benefit of a charitable, nonprofit, or community event identified in paragraph (c) of this section are not subject to the certification requirements of part 119 or the drug and alcohol testing requirements in part 120 of this chapter, provided the following conditions are satisfied and the limitations in paragraphs (c) and (d) are not exceeded:

(1) The flight is nonstop and begins and ends at the same airport and is conducted within a 25-statute mile radius of that airport;

(2) The flight is conducted from a public airport that is adequate for the airplane or helicopter used, or from another location the FAA approves for the operation;

(3) The airplane or helicopter has a maximum of 30 seats, excluding each crewmember seat, and a maximum payload capacity of 7,500 pounds;

(4) The flight is not an aerobatic or a formation flight;

(5) Each airplane or helicopter holds a standard airworthiness certificate, is airworthy, and is operated in compliance with the applicable requirements of subpart E of this part;

(6) Each flight is made during day VFR conditions;

(7) Reimbursement of the operator of the airplane or helicopter is limited to that portion of the passenger payment for the flight that does not exceed the pro rata cost of owning, operating, and maintaining the aircraft for that flight, which may include fuel, oil, airport expenditures, and rental fees;

(8) The beneficiary of the funds raised is not in the business of transportation by air;

(9) A private pilot acting as pilot in command has at least 500 hours of flight time;

(10) Each flight is conducted in accordance with the safety provisions of part 136, subpart A of this chapter; and

(11) Flights are not conducted over a national park, unit of a national park, or abutting tribal lands, unless the operator has secured a letter of agreement from the FAA, as specified under subpart B of part 136 of this chapter, and is operating in accordance with that agreement during the flights.

(c) (1) Passenger-carrying flights or series of flights are limited to a total of four charitable events or non-profit events per year, with no event lasting more than three consecutive days.

(2) Passenger-carrying flights or series of flights are limited to one community event per year, with no event lasting more than three consecutive days.

(d) Pilots and sponsors of events described in this section are limited to no more than 4 events per calendar year.

(e) At least seven days before the event, each sponsor of an event described in this section must furnish to the responsible Flight Standards office for the area where the event is scheduled:

(1) A signed letter detailing the name of the sponsor, the purpose of the event, the date and time of the event, the location of the event, all prior events under this section participated in by the sponsor in the current calendar year;

(2) A photocopy of each pilot in command’s pilot certificate, medical certificate, and logbook entries that show the pilot is current in accordance with §§61.56 and 61.57 of this chapter and that any private pilot has at least 500 hours of flight time; and

(3) A signed statement from each pilot that lists all prior events under this section in which the pilot has participated during the current calendar year.
 
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@James331 nailed the reg. Most of these airport flying events are done under 91.146. There might be a few pilots with certain aircraft who are doing it under some formal exemption, but most are under 91.146. Same for many flights offered at charity auctions.

A commercial pilot certificate does not solve the problem. These flight carrying people for compensation would at best be sightseeing flights - commercial air tours covered by 119.1(c)(2), which requires an alcohol testing program. 61.146 is much less restrictive.
 
midlifeflyer said:
@James331 nailed the reg. Most of these airport flying events are done under 91.146. There might be a few pilots with certain aircraft who are doing it under some formal exemption, but most are under 91.146. Same for many flights offered at charity auctions.

A commercial pilot certificate does not solve the problem. These flight carrying people for compensation would at best be sightseeing flights - commercial air tours covered by 119.1(c)(2), which requires an alcohol testing program. 61.146 is much less restrictive.
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It’s really drug and alcohol testing. And you have to be enrolled in the LOA’s specific program in advance.
 
Thanks guys..... with CPL and CFI-A in my near future... I know I'm supposed to know these things.... so reg citation and discussion is helpful.
 
AggieMike88 said:
Thanks guys..... with CPL and CFI-A in my near future... I know I'm supposed to know these things.... so reg citation and discussion is helpful.
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Fortunately, the number of things you have to know about this is pretty limited. From an overall concept basis, it really comes down to understanding the difference between pilot and operation (like understanding the difference between acting as PIC and logging PIC flight time). At its most basic, a commercial pilot can be paid for flying, but before we can go out and start holding out our availability and being compensated for our services, we need to start looking at whether or not there are rules which apply to the type of operation.

From there it can get unnecessarily complicated, but with that paradigm, you at least know you have to look.

Most of the commercial operation rules start with Part 119, which refers us to the other commercial Parts. But rules defining a non-commercial operation also appear in our Part 61, like this one, and in Part 91, particularly for larger aircraft.
 
AggieMike88 said:
Thanks guys..... with CPL and CFI-A in my near future... I know I'm supposed to know these things.... so reg citation and discussion is helpful.
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Just know where to find the answers and when in doubt look it up, the FAR apps are great for fast searches.
 
James331 said:
Just know where to find the answers and when in doubt look it up, the FAR apps are great for fast searches.
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Yup.... some of the "now how in the heck do I apply that reg" is part of the learning fun.
 
@AggieMike88 - Meanwhile, you've trashed a thread about a nice event for family, kids, and charity with a bunch of regulatory nonsense that they probably already had under control.
 
Ravioli said:
@AggieMike88 - Meanwhile, you've trashed a thread about a nice event for family, kids, and charity with a bunch of regulatory nonsense that they probably already had under control.
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Frankly i think showing how a not so commonly known reg can be applied (rote to correlation) made this thread much more valuable
 
Majors is a really cool field, and you just never know what might show up there - the kind of planes that you don't get to see most of the time, from all over the world - because of the huge L3 operation on the field.
 
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