Welcome Guest. Sign in or Signup

10 Answers

Safety Pilot

Asked by: 7385 views Instrument Rating

Just wondered.... I know it is sometimes hard to understand the "wisdom" behind some FAA regulations but; Why would a rated and current pilot be necessary in the right seat for another's instrument practice under the hood if an instrument rated pilot who is just trying to get some additional approaches to stay current was in the left? If you're IFR current and in the clouds it isn't necessary so why would it be if under the hood and not in the clouds?  Basically, what danger would there be other than anyone in the right being able to say "uhmm... you might want to look up to see how close you are to the ground or see that aircraft in front of you who is also on final." Why do you need a rated, current, and medically qualified person as safety pilot?

Ace Any FAA Written Test!
Actual FAA Questions / Free Lifetime Updates
The best explanations in the business
Fast, efficient study.
Pass Your Checkride With Confidence!
FAA Practical Test prep that reflects actual checkrides.
Any checkride: Airplane, Helicopter, Glider, etc.
Written and maintained by actual pilot examiners and master CFIs.
The World's Most Trusted eLogbook
Be Organized, Current, Professional, and Safe.
Highly customizable - for student pilots through pros.
Free Transition Service for users of other eLogs.
Our sincere thanks to pilots such as yourself who support AskACFI while helping themselves by using the awesome PC, Mac, iPhone/iPad, and Android aviation apps of our sponsors.

10 Answers



  1. John D Collins on Nov 11, 2015

    You have it mostly right, but there is no requirement that the safety pilot be current nor that they have endorsements that might be needed to act as pilot in command for a particular aircraft such as hi-performance, complex, or tail wheel. They must be rated in the category and class of aircraft.

    Here is what CFR 14 91.109(c) says in part:

    (c) 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.

    This makes the safety pilot a required crew member when the other pilot is flying with a view restricting device and simulating instrument flight. CFR 14 61.3 requires that any required crew member have a medical certificate.

    CFR 14 61.56 for flight reviews applies only to pilots acting as pilot in command. CFR 14 61.57 (a) and (b) only applies to carrying passengers and acting as pilot in command. So as long as the safety pilot does not also act as pilot in command, these currency requirements do not apply.

    The logic of the medical is that they can be a lookout and holding a category and class rating that they are trained to note traffic, obstacles, and terrain and if needed can take over in an emergency to avoid an accident.

    +1 Votes Thumb up 1 Votes Thumb down 0 Votes



  2. Dan Compton on Nov 13, 2015

    Thanks for your reply John. Just to try and clarify my confusion: If I am instrument rated, current with approaches, and medically current I can fly solo in the clouds under an IFR flight plan and with radar ATC BUT, if I put on a view restricting device, on an ifr flight plan, and under radar ATC I need a rated private pilot with current medical to sit beside me? What am I missing?

    The issue is that I am current but need a couple of approaches to get my 6 within six months soon. My fly buddy is a rate Private pilot waiting for his medical appointment (backed up) so according to the regs he can’t sit in the right seat of the C172 as safety pilot for me. What is the reasoning?

    0 Votes Thumb up 0 Votes Thumb down 0 Votes



  3. Mark Kolber on Nov 13, 2015

    The logic is that the safety pilot is not merely a lookout. They have safety of flight responsibilities and might even have some regulatory responsibility for airspace violations.

    And even to the extent that the safety pilot is “just” a lookout, haven’t you ever flown with a non-pilot who had no idea what you were pointing to when you pointed out another airplane? (Or even recall your own difficulties when a student?)

    I’ve found inability to “see” from an airplane to be pretty standard. Non pilots are used to looking for cars and other ground-based things in two dimensions that are no more than about 12 car lengths away from them. “2 o’clock, 3 miles, 2600 feet” just does not compute.

    I don’t think it’s anything more complicated than that.

    +1 Votes Thumb up 2 Votes Thumb down 1 Votes



  4. John D Collins on Nov 13, 2015

    I agree with Mark. In addition, a good portion of the medical certification deals with eye sight. Also alertness if you consider sleep apnea. Any other form of incapacitation is also a consideration. Although a medical certification does not mean that one is healthy or will be so during the flight, it does mean that at least periodically the safety pilot has met the standards considered necessary for safe piloting and being able to be the needed safety lookout that can interpret the dangers of traffic and other hazards that the sight restricted pilot is unable to accomplish on their own.

    One editorial comment. I personally think it is rude to give a thumbs down to someone who took their time to draft an answer in good faith, just because you don’t like the answer or don’t agree with it. Mark is an expert on flying and legal issues and is someone who has earned my respect. I reversed it.

    +1 Votes Thumb up 1 Votes Thumb down 0 Votes



  5. Dan Compton on Nov 13, 2015

    Ok sorry for the thumbs down I apologize .. New here and thought it just meant my question wasn’t answered. Probably because I didn’t ask it right. One last time; what’s the difference between legally flying single pilot IFR in the clouds and flying single pilot with a hood, foggles, or other vision restricting device if you are under ATC on an IFR flight plan regardless of who is in the right seat?

    0 Votes Thumb up 0 Votes Thumb down 0 Votes



  6. John D Collins on Nov 13, 2015

    The difference is that you are responsible for see and avoid in visual conditions and ATC is only responsible for separation from other IFR traffic. When the conditions are VMC, other aircraft are legally permitted to pass thru your altitude in a climb or descent and in some cases fly at the same altitude, for example, 3000 feet may be both an IFR and VFR altitude. In some segments of an approach, the altitudes or procedure may be legitimate VFR altitudes. ATC is not responsible for you avoiding VFR traffic, you are. When you can’t see the traffic because you have restricted your vision, you need a safety pilot.

    If you are making an approach at an uncontrolled airport, you are not even talking to ATC. At most such airports, visibility of 1 SM or greater may be a beautiful VFR day, even if the ceiling is at 200 feet and you are solely responsible for visually seeing and avoiding VFR traffic in the pattern.

    +1 Votes Thumb up 1 Votes Thumb down 0 Votes



  7. Mark Kolber on Nov 14, 2015

    No problem. I don’t like answers that disagree with me either 😉

    John’s got it right. The difference between flying with a hood and flying in the clouds is the requirement to see and avoid other traffic. See and avoid is simply something impossible to do while wearing a view-limiting device.

    When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. That’s FAR 91.113 and echoed in a number of AIM paragraphs including 5-5-8.

    IOW, see and avoid responsibility doesn’t change just because happen to be under positive ATC control or in (more likely in and out of) the clouds. Wearing the hood, how would you even know whether you are in a cloud or out of it?

    +1 Votes Thumb up 1 Votes Thumb down 0 Votes



  8. Dan Compton on Nov 14, 2015

    Thanks for all the comments fellas I know you’re both right. The frustration comes from knowing that I have two pilot friends who let their medical’s lapse for non-medical reasons, one of which used to be an FAA examiner. They are both fully capable of performing the duties of Safety Pilot and I would trust them with my life and that of others in the air but, due to the stringency of this regulation I have to hope for actual IFR (without ice) before the end of this month to get my final two of six required approached or hire a CFI.

    I wonder if this regulation will be modified when the pending legislation to eliminate the 3rd class medical becomes a reality?

    0 Votes Thumb up 0 Votes Thumb down 0 Votes



  9. Mark Kolber on Nov 15, 2015

    The requirement for a medical is =because= 91.109 makes the safety pilot a required crewmember exercising private pilot privileges.

    If the third class medical is eliminated for a private pilot acting as PIC or required crew in a SEL, it will =automatically= change the safety pilot requirement (unless they purposely put one in, which is highly doubtful)

    +1 Votes Thumb up 1 Votes Thumb down 0 Votes



  10. Lamboguy57 on Apr 26, 2018

    I struggle with this as well, I understand the responses, the intent is for someone to be a spotter for other aircraft. My wife is not a pilot and per previous comment; knows the difference between “Looking for Cars and Aircraft” and has flown back-seat during all my training (PPL & IFR) and has spotted aircraft others have missed. I don’t have pilot friends that live close-by and I find that they are more interested in what I’m doing under the hood (they are not instrument rated) than watching for aircraft, that’s where my wife comes in!
    I wished they would make it a “SAFETY-PERSON” who is “competent” vs. “SAFETY PILOT”
    make staying current difficult at best…
    I know; who deems a person competent?
    The same who deems a plane is flight worthy.
    Just my $0.02

    0 Votes Thumb up 0 Votes Thumb down 0 Votes


Answer Question

Our sincere thanks to all who contribute constructively to this forum in answering flight training questions. If you are a flight instructor or represent a flight school / FBO offering flight instruction, you are welcome to include links to your site and related contact information as it pertains to offering local flight instruction in a specific geographic area. Additionally, direct links to FAA and related official government sources of information are welcome. However we thank you for your understanding that links to other sites or text that may be construed as explicit or implicit advertising of other business, sites, or goods/services are not permitted even if such links nominally are relevant to the question asked.