Pilot Courses of Instruction
Logbook requirements
Steve Sconfienza, Ph.D.
Airline Transport Pilot
Flight Instructor: Airplane Single and Multiengine; Instrument Airplane
cell: 518.366.3957
e-mail: docsteve@localnet.com
Logging Pilot-In-Command Timeby Al German |
My CommentsDocSteve |
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Published by the Federal Aviation Administration1 | ||
Note 1: Federal Aviation Administration [online] (http://www.faa.gov/.../LOGGING PILOT-IN-COMMAND TIME.pdf), retreived 2 June 2010. [back] |
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Proper logging of PIC time is a favorite subject of CFI's sitting around these rainy days. And that's not unusual since in the FAA's own words in the Federal Register "The FAA acknowledges there has been confusion in the past regarding the logging of pilot-in-command time by these pilots and that inconsistent policy opinions have been issued by the FAA". In researching the subject FAR Parts 61 & 91, the Federal Register comments issued during the major revision to Part 61 in August 1997, "Federal Aviation Regulations Explained" published by Jeppesen, and various other aviation monthly publications were reviewed. |
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First lets be clear: who is, or can be, pilot-in-command (PIC) and who may log PIC time are two separate issues and are only sometimes related. FAR Part 1 defines the pilot-in-command as follows: "Pilot-in-command means the person who: 1.Has the final authority and responsibility for the operation and safety of the flight; 2.Has been designated as pilot-in-command before or during the flight; and 3.Holds the appropriate category, class, and type rating, if appropriate, for the conduct of the flight." |
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The PIC:
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Part 91.3 expands those comments making it clear that anything that happens during the flight is the sole responsibility of the pilot-in-command. |
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According to the Federal Register there are only three ways a private or commercial pilot can properly log pilot-in-command time.
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FAR Part 61.51 "Pilot logbooks" covers the logging of pilot time and section (e) addresses logging PIC time. A private or commercial pilot may log PIC time if that person is "the sole manipulator of the controls of an aircraft for which the pilot is rated" [61.51 (e)(1)(i)] |
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Normally, a safety pilot, required by regulations, who scans for traffic for a pilot flying under simulated instrument conditions is not pilot-in-command and thus logs second-in-command. However, if the two pilots agree that the safety pilot is designated pilot-in-command, the safety pilot/pilot-in-command may log PIC since he is the pilot responsible for the operation and safety of the aircraft. The pilot flying is "sole manipulator of the controls for which the pilot is rated"" and may also log PIC. Therefore, two private pilots may log PIC under these conditions. However, the safety pilot/pilot-in-command must realize that anything that occurs during the flight is his responsibility. Airspace violations, non-compliance with ATC instructions, near mid air collision, and runway incursions on the ground are all now charged to the safety pilot. A recent article in a monthly aviation publications discussed a flight where there was a violation and the two pilots disagreed who was pilot-in-command. |
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A "safety pilot" logs time only when a safety pilot is required by regulation (e.g., Sec. 91.109(b)). A safety pilot logs SIC time since scanning for traffic is not acting as PIC. By prior agreement, the safety pilot may be designated PIC of the flight. |
However, two pilots may not simultaneously log PIC when one pilot is sole manipulator of the controls and the other is acting as pilot-in-command if the regulations governing the flight do not require more than one pilot. "An airline transport pilot may log as PIC time all of the flight time while acting as pilot-in-command of an operation requiring an airline transport certificate." [61.51(e)(2)] Previous regulations allowed a situation where three pilot (one an ATP) could log PIC simultaneously when conducting an operation which did not require an airline transport pilot. This is no longer allowed under the August 1997 revision. |
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Two pilots may log PIC only when the regulations specifically require more than one pilot (but note that a safety pilot would normally be SIC, not PIC, as not a required pilot). |
A flight instructor may log PIC "while acting as a authorized instructor". No change to previous regulations. |
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A Flight Instructor may always log PIC when giving instruction |
A student pilot can now log PIC. That's new, and since there is no restriction, your logbook can be updated so that all student solo time prior to August 4, 1997 may be logged as PIC. When an instructor is aboard, since the student is not rated in the aircraft, flight instruction is still logged as dual not PIC. |
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Then there are some unusual situations which occur. A private pilot flying with his friend (a CFI or ATP) aboard as a passenger. What is the status of the CFI or ATP who is obviously a more senior pilot with more experience than the private pilot? The regulations don't address this situation, but the courts may find that the more senior pilot has some or all the responsibility for the operation or safety of the flight. |
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In summary, the person who is pilot-in-command may log PIC, others may also log PIC depending in the circumstances. |
The relevant sections of the referenced 14 CFR 91.109(b) read
61.57, Recent Flight Experience: Pilot in Command
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-- not as simple as one might think!
This looks like it is a bit of a grab-bag, but it has always been a source of confusion and this actually clarifies a number of long-standing issues. Basically,
From 14 CFR 61.1:
(4) Cross-country time means
(i) Except as provided in paragraphs (b)(4)(ii) through (b)(4)(vi) of this section, time acquired during flight
(A) Conducted by a person who holds a pilot certificate;
(B) Conducted in an aircraft;
(C) That includes a landing at a point other than the point of departure; and
(D) That involves the use of dead reckoning, pilotage, electronic navigation aids, radio aids, or other navigation systems to navigate to the landing point.
(ii) For the purpose of meeting the aeronautical experience requirements (except for a rotorcraft category rating), for a private pilot certificate (except for a powered parachute category rating), a commercial pilot certificate, or an instrument rating, or for the purpose of exercising recreational pilot privileges (except in a rotorcraft) under Sect. 61.101 (c), time acquired during a flight
(A) Conducted in an appropriate aircraft;
(B) That includes a point of landing that was at least a straight-line distance of more than 50 nautical miles from the original point of departure; and
(C) That involves the use of dead reckoning, pilotage, electronic navigation aids, radio aids, or other navigation systems to navigate to the landing point.
(iii) For the purpose of meeting the aeronautical experience requirements for a sport pilot certificate (except for powered parachute privileges), time acquired during a flight conducted in an appropriate aircraft that
(A) Includes a point of landing at least a straight line distance of more than 25 nautical miles from the original point of departure; and
(B) Involves, as applicable, the use of dead reckoning; pilotage; electronic navigation aids; radio aids; or other navigation systems to navigate to the landing point.
(iv) For the purpose of meeting the aeronautical experience requirements for a sport pilot certificate with powered parachute privileges or a private pilot certificate with a powered parachute category rating, time acquired during a flight conducted in an appropriate aircraft that
(A) Includes a point of landing at least a straight line distance of more than 15 nautical miles from the original point of departure; and
(B) Involves, as applicable, the use of dead reckoning; pilotage; electronic navigation aids; radio aids; or other navigation systems to navigate to the landing point.
(v) For the purpose of meeting the aeronautical experience requirements for any pilot certificate with a rotorcraft category rating or an instrument-helicopter rating, or for the purpose of exercising recreational pilot privileges, in a rotorcraft, under Sect. 61.101(c), time acquired during a flight
(A) Conducted in an appropriate aircraft;
(B) That includes a point of landing that was at least a straight-line distance of more than 25 nautical miles from the original point of departure; and
(C) That involves the use of dead reckoning, pilotage, electronic navigation aids, radio aids, or other navigation systems to navigate to the landing point.
(vi) For the purpose of meeting the aeronautical experience requirements for an airline transport pilot certificate (except with a rotorcraft category rating), time acquired during a flight
(A) Conducted in an appropriate aircraft;
(B) That is at least a straight-line distance of more than 50 nautical miles from the original point of departure; and
(C) That involves the use of dead reckoning, pilotage, electronic navigation aids, radio aids, or other navigation systems.
(vii) For a military pilot who qualifies for a commercial pilot certificate . . .
(A) . . .;
(B) . . .;
(C) . . ..
As the FAA says, there has been confusion about this. This should point you in the right direction.
The requirments for logging time are spelled-out directly in 91.51 and, to establish currency, in 61.189(b), 61.57(a), 61.57(b), and 61.57(c). If a logbook were designed purely to meet these cited sections, it would look something like this (an Excel file):
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rev. 3 December 2012
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Steve Sconfienza, Ph.D.
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