Here’s a good question concerning logging of pilot time that I received from Don:

Can one log time as a safety pilot? If so, under what heading, eg, PIC, or a separate category “safety pilot“? Thanks.

First a quick review.

A “safety pilot” is a required flight crew member when another pilot is flying under simulated or actual instrument conditions in order to meet the IFR recency requirements of 14 CFR 61.57.  FAR 61.57 requires that in order to file and fly on a IFR flight plan you have to be instrument current, which means that within the past 6 months you have logged 6 approaches, holding and intercepting and tracking procedures.  If for some reason, those 6 months pass, the pilot has another six month grace period in which he can fly with a safety pilot under simulated instrument conditions in order to become fully instrument current again.  In simulated instrument conditions the pilot wears a view limiting device that blocks the pilot’s view of the outside world so that he can only see the instrument panel (we call them foggles).  This can present a problem for other airplanes as the flying pilot is unable to see where he is going!  The FAA found a solution to this problem by creating the safety pilot.  A safety pilot is simply that, someone who looks out for other airplanes (safety) while the other pilot is flying blind “under the hood”.

Instrument Training Glasses “Foggles”

So how do you log time flown as a safety pilot?

Because you are a required crew member when flying with a pilot under simulated instrument conditions the FAA allows you to log this time as SIC or second-in-command (61.51(g)).   If you agree to be the “acting” PIC you and the other pilot could both record the time as PIC but only when the other pilot is under the hood and the other pilot is the “sole manipulator of the flight controls.”   In order to be the “acting PIC” you will have to make sure that you meet the full PIC requirements for that flight and aircraft, which will include any necessary medical, category, class, type, recency and ratings requirements.

Don’t forget!  If you use a safety pilot to gain instrument currency the FAA requires that you record the name of the safety pilot in your logbook.

As always…fly safe!

Here is a question I received this morning regarding required equipment for over water flights:

I’d like to fly to the Florida Keys. Of course, we all know the FAR about flying high enough to get to land power off. I can’t find the rule about flying over water and what the requirements are for equipment. Can you help? I did find a bit about it in the ATP section but what applies to private? I know people fly it all the time and just want to be on the right side of this. Thanks.

Thanks for the question. The funny thing is that I asked myself this exact same question this past week when preparing for an upcoming trip. I know that airline and charter operations are governed by regulations in 14 CFR 121 and 135. But where do the regulations say specficially what equipment is required to be on board for overwater flights for flights operated under 14 CFR 91?

The two most common quoted regulations for over water equipment requirements are 91.205 and 91.509. 91.205 states that:

If the aircraft is operated for hire over water and beyond power-off gliding distance from shore, approved flotation gear readily available to each occupant and…at least one pyrotechnic signaling device.

91.509 which is titled, “Survival equipment for overwater operations.” has similar requirements. Paragraph (a) & (b) says:

(a) No person may take off an airplane for a flight over water more than 50 nautical miles from the nearest shore unless that airplane is equipped with a life preserver or an approved flotation means for each occupant of the airplane. (b) No person may take off an airplane for flight over water more than 30 minutes flying time or 100 nautical miles from the nearest shore, whichever is less, unless it has on board the following survival equipment: (it then goes on to list the equipment)

Here’s the interesting thing though. FAR 91.205 (b) [12] applies only to “for hire” operations and FAR 91.509 falls under 14 CFR 91 subpart F which is for large (over 12,500 lb) and turbine-powered multiengine airplanes and fractional ownership programs. I am honestly having a hard time finding a federal aviation regulation that mandates any kind of required survival equipment to be on board for over water operations if you are in a small airplane (12,500 lbs or less) not operating for hire. I specified FAA reg. because I know that certain states like Alaska mandate certain survival equipment to be on board at all times. Also certain countries, like the Bahamas, mandate flotation devices to be on board for over water flights as well.

So what it is a prudent and safe pilot to do?

If the regulation requires for hire operations and turbine powered airplanes to have flotation gear than I think it would be wise to operate your aircraft in a similar manner. Although purchasing a flotation device for each passenger may seem costly, it would be a small price to pay in the unfortunate event that you would need them. If you are worried about the cost and don’t fly in an area where you would utilize them that often, you can also consider renting them. I know a lot of FBO’s in south Florida offer over water survival kits, including personal flotation devices or life rafts for rent. If you are planning a fuel stop at a particular airport I would inquire about the availability and cost of renting this equipment. If you are considering purchasing any kind of over water survival equipment, one of the go-to-places for many operators is Eastern Aero Marine out of Miami, Florida. They have been in business since 1952, so they know a thing or two about the business. You can visit their website at http://www.theraft.com. They also have developed a nice table where you can see what equipment is required to be on board for your particular operation. The required equipment table covers everything from small airplanes to transport category aircraft in an airline operation.

Again, excellent question and let me know what you decide to do. My best advice for you would be to…

Fly Safe (and prepared).

Here is a flight training question from Frank:

Recently forced to retire from an airline career due to age 60; had 22 years of military flying before that, including appx 1500 hours of instuctor time in various military aircraft.
Do you know if the FAA has changed their rules to allow the military instructor time to count toward a CFI rating? Am going to pick up the CFI, but it would be nice to cut the program down some if the FAA gives credit for the instruction time.

Hi Frank, great question.

The federal regulations dealing with flight instructor certification are listed in subpart H of 14 CFR 61.  When you read through the requirements for becoming a flight instructor, the only flight experience requirement listed is that you have 15 hours of PIC in the category and class you are going to instruct in.  The other requirements to becomming a CFI, according to 14 CFR 61.183 are:

• 18 years of age (you meet that one!)
• Read and write English (check)
• Commercial or ATP pilot (not a problem)
• Instrument Rating (you have it)
• Logbook endorsement for a written test on the fundamentals of instruction.
• Pass the aforementioned written test (the only way out of this written test is if you are already a flight or ground instructor, have a teaching certificate or you are employed as a teacher at an accredited college or university).
• Logbook endorsement saying you are competent and have instructional proficiency in stalls awareness and spins (entry and recovery)
• Logbook endorsement for the practical test
• Pass the required practical test

The other regulation that may apply here (because you are an ex-military pilot) is FAR 61.73 which allows you to take your military certificates and apply for the FAA equivalent of those certificates.  However, that is limited to the commercial pilot certificate, instrument rating and any other category and class ratings you may have as a military pilot.  There is nothing mentioned in this regulation about applying military flight instructor experience to apply for a FAA flight instructor certificate.  I can only guess at the FAA’s reasoning behind this, but I would think it has to do with the vast differences in the training mindset and cultural environment between military and civilian flight training.

I think your making a great decision to become a flight instructor.  General aviation needs flight instructors, especially those with experience and wisdom that a lifetime of career flying brings.  With a little bit of searching, you can find a job that pays pretty well too.  Granted not as much as you were making at the airlines but you won’t go hungry.

Thanks again for your question and….

Fly Safe.