All posts tagged 'second in command'

Obtaining an SIC Type Rating

Happy November everyone!

If you're like me lately, life has been super busy yet fun. And part of that busy-ness includes obtaining an SIC type rating for the first time. What needs to happen? What do you have to have? How does it differ from a regular add-on rating to your certificate?

Let's talk about it.

First things first, there is no check ride for an SIC type rating (and what a beautiful thing that is). It's a matter of meeting the training requirements and having an extra 20 minutes one day to meet with the FSDO/a DPE to do paperwork

1. Training Requirements

According to FAR Part 61.55 you have to have:

-At least a private pilot certificate with the appropriate category and class rating

-An instrument rating or privilege that applies to the aircraft being flown if the flight is under IFR

-At least a pilot type rating for the aircraft being flown unless the flight will be conducted as domestic flight operations within US airspace.

-No person may serve as a SIC 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:

"Become familiar with the following information for the specific type aircraft for which second-in-command privileges are requested -

(i) Operational procedures applicable to the powerplant, equipment, and systems.

(ii) Performance specifications and limitations.

(iii) Normal, abnormal, and emergency operating procedures.

(iv) Flight manual.

(v) 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 -

(i) Three takeoffs and three landings to a full stop as the sole manipulator of the flight controls;

(ii) Engine-out procedures and maneuvering with an engine out while executing the duties of pilot-in-command; and

(iii) Crew resource management training."

That sounds like a lot, but it can be done pretty quickly.

I recently had to go through this for a CE-525 rating so I could start doing some contract flights. 99% of my flights lately have been in a CJ3 like this one listed on GlobalAir.com.

After going through this training over the course of about 2 months/4 flights, I called my local FSDO to set up an appointment to have the paperwork done.

They directed me from there to contact a DPE, whom I met with days later and had my SIC rating in hand within 20 minutes. No fee, no headache, and NO CHECK RIDE. 

Did I mention there was no check ride?!?! Best. feeling. ever.

There's also some more requirements that have to be met for the type rating, such as who can conduct the SIC training, listed in Part 61.55 as well. Make sure to read and understand them all before going up for a flight in order to avoid any issues.

2. Use of an SIC Type Rating

Before going through the training process, especially if you're paying for that flight time, ensure that the type rating will be put to use. For what purpose do you want to log SIC time? Just to build time? Meeting the requirements of a company you're flying for?

I'm sure the answer is straightforward, but it's always best to ask yourself these types of questions before jumping into something.

Other than this, SIC type ratings are pretty simple. Make sure when going through training you pay attention to the above listed items that you need to know, the more you know the safer you are!

Have any other tips for an SIC type rating you'd like to add? Feel free to comment below.

Happy Landings,

-Addi

Is A Safety Pilot Acting As A Second In Command? Not Necessarily.

If you are an instrument rated pilot, you know that you have to be "current" in order to legally exercise the privileges of the instrument rating as pilot in command. Specifically, in order to act as pilot in command of an instrument flight FAR § 61.57(c) requires that the airman must have performed and logged (1) six instrument approaches; (2) holding procedures and tasks; and (3) intercepting and tracking courses through the use of navigational electronic systems, all within the preceding 6 calendar months. Although these task may be performed in instrument conditions, they may also be performed in visual conditions by "simulating" instrument conditions.

As you might expect, in order to operate an aircraft in simulated instrument conditions, certain requirements must be met. FAR § 91.109(b) allows this type of operation in an aircraft equipped with fully functioning dual controls as long as ("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; and (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."

Unfortunately, some airman can be confused about the role of the safety pilot during a simulated instrument flight. It isn't uncommon for airmen to refer to their safety pilot as being "second in command." However, unless the aircraft being used is type certificated for operation by more than one pilot or the operation conducted by the pilots requires a designated second in command (e.g. an operation conducted under FAR § 135.101 which requires a second in command for IFR operations), the designation of a safety pilot as an acting second in command crewmember is not accurate.

Now, you might be wondering how a safety pilot may "log" his or her flight time while acting as a safety pilot in that situation. Well, you need to keep in mind that "acting" as a second in command during a flight is different than "logging time" for acting as a safety pilot. Under the regulations, an airman may log second in command time for the portion of the flight during which he or she was acting as safety pilot because the safety pilot was a required flight crewmember for that portion of the flight under FAR § 91.109(b). In that situation the airman is only acting as a safety pilot, not as second in command for the flight.

The distinction between "acting" as second in command, or pilot in command for that matter, versus "logging" second in command or pilot in command time is an important one. Depending upon the circumstances, an airman may be able to both "act" as second in command or pilot in command and "log time" as second in command or pilot in command. In other situations, he or she may only be able to do one or the other.

Although it can be tricky, airmen need to make sure they understand the distinction to ensure that they are logging their time accurately and in compliance with the regulations.

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