Logging Pilot-In-Command Time

Logging Pilot-In-Command Time by Al German		My Comments DocSteve
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]
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.
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."	<	The PIC: Has the final authority and responsibility for the operation and safety of the flight; Has been designated as pilot-in-command before or during the flight; and Holds the appropriate category, class, and type rating (if appropriate) for the conduct of the flight.
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.
According to the Federal Register there are only three ways a private or commercial pilot can properly log pilot-in-command time. When the pilot is the sole manipulator of the controls of an aircraft for which the pilot is rated. When the pilot is sole occupant of the aircraft. When the pilot is acting as pilot-in-command of an aircraft for which more than one pilot is required under the regulations under which the flight is conducted.
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)]
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.	<	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.	<	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.	<	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.
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.
In summary, the person who is pilot-in-command may log PIC, others may also log PIC depending in the circumstances.

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Second-in-command qualifications.

14 CFR 61.55

A person may serve as a second-in-command of an aircraft type certificated for more than one required pilot flight crewmember or in operations requiring a second-in-command pilot flight crewmember only if that person holds:
1. At least a private pilot certificate with the appropriate category and class rating; and
2. An instrument rating or privilege that applies to the aircraft being flown if the flight is under IFR; and
3. . . .
Except as provided in paragraph (e) of this section, no person may serve as a second-in-command of an aircraft type certificated for more than one required pilot flight crewmember or in operations requiring a second-in-command unless that person has within the previous 12 calendar months:
1. Become familiar with the following information for the specific type aircraft for which second-in-command privileges are requested--
  1. Operational procedures applicable to the powerplant, equipment, and systems.
  2. Performance specifications and limitations.
  3. Normal, abnormal, and emergency operating procedures.
  4. Flight manual.
  5. Placards and markings.
2. Except as provided in paragraph (g) of this section, performed and logged pilot time in the type of aircraft or in a flight simulator that represents the type of aircraft for which second-in-command privileges are requested, which includes--
  1. Three takeoffs and three landings to a full stop as the sole manipulator of the flight controls;
  2. Engine-out procedures and maneuvering with an engine out while executing the duties of pilot in command; and
  3. Crew resource management training.
. . .
. . .
. . .
The familiarization training requirements of paragraph (b) of this section do not apply to a person who is:
1. . . .
2. . . .
3. . . .
4. Designated as a safety pilot for purposes required by Sec. 91.109(b) of this chapter.
. . .
. . .
. . .
. . .

The relevant sections of the referenced 14 CFR 91.109(b) read

. . .
No person may operate a civil aircraft in simulated instrument flight unless--
1. The other control seat is occupied by a safety pilot who possesses at least a private pilot certificate with category and class ratings appropriate to the aircraft being flown.
2. The safety pilot has adequate vision forward and to each side of the aircraft, or a competent observer in the aircraft adequately supplements the vision of the safety pilot; and
3. . . .

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Recent Experience Requirements At A Glance

61.57, Recent Flight Experience: Pilot in Command

General
- Three takeoffs and landings in the preceeding 90 days; if recent experience is for a conventional gear (tail wheel) aircraft, the three takeoffs and landings must be in a conventional gear aircraft.
Night:
- Between the hours of one hour after sunset to one hour before sunrise, three takeoffs and landings during the period between the hours of one after sunset to one hour before sunrise within the preceeding 90 days. (More on night below)
Instrument
1. Within the preceeding six calander months:
  1. six instrument approaches
  2. holding procedures
  3. intercepting and tracking courses through the use of navigation systems
2. Instrument Proficiency Check, in lieu of above

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Definitions of "Night" for Logging and Operations
(and, relatedly, twilight)

-- not as simple as one might think!

FAA Definitions of "Night"

The time between the end of evening civil twilight and the beginning of morning civil twilight
As defined in Part One (e.g., for logging night time): "Night means the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the American Air Almanac, converted to local time."
- ref: 14 CFR 1.1
Sunset to sunrise
For aircraft lights: "During the period from sunset to sunrise (or, in Alaska, during the period a prominent unlighted object cannot be seen from a distance of 3 statute miles or the sun is more than 6 degrees below the horizon)..." (c.f. "Civil Twilight" below)
- ref: 14 CFR 91.209(a)
The period beginning one hour after sunset and ending one hour before sunrise
For night takeoff and landing experience (considered "night" for pilot proficiency): "...the period beginning 1 hour after sunset and ending 1 hour before sunrise[.]"
- ref: 14 CFR 61.57(b)(1)

Technical Definitions

Civil Twilight: The period of twilight beginning (or ending) when the center of the (refracted) Sun is more than 6° below the horizon; practically, the limit at which twilight illumination is sufficient, under good weather conditions, for terrestrial objects to be clearly distinguished.
Nautical Twilight: The period of twilight beginning (or ending) when the center of the (refracted) Sun is more than 12° below the horizon; practically, under good atmospheric conditions and in the absence of other illumination, general outlines of ground objects may be distinguishable.
Astronomical Twilight: The period of twilight beginning (or ending) when the center of the (refracted) Sun is more than 18° below of horizon; practically, the points beyond which the Sun does not contribute to sky illumination.

References

U.S. Naval Observatory
- "Astronomical Applications"
  - Rise, Set, and Twilight Definitions
- The Air Almanac

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Definitions of "Cross Country" for Logging and Certification

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,

any flight with a landing someplace other than the point of departure is a cross country flight;
for logging purposes, there is no consideration given to the distance flown; however,
each of the various licenses and ratings carry specific minimum distance requirements for the cross country flight for it to be counted toward the respective experience requirement, varying from 15 to 50 nautical miles.

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;

(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) . . .;

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Logging Flight Time and Logbook Requirements

As the FAA says, there has been confusion about this. This should point you in the right direction.

14 CFR91.51(b) (and as specified elsewhere)

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):

LOGBOOK

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rev. 3 December 2012

Steve Sconfienza, Ph.D.

Logging Pilot-In-Command Time