Type Check Out Question....
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So DFC does said co-pilot get to log PICUS when they fly the aircraft.
Here are the relevant parts of JAR-FCL;
Crediting of Flight Time;
The holder of a pilot licence,
when acting as co-pilot performing
under the supervision of the pilot-incommand
the functions and duties of a
pilot-in-command, shall be entitled to be
credited in full with this flight time
towards the total flight time required for
a higher grade of pilot licence, provided
that the method of supervision is agreed
with the Authority.when acting as co-pilot performing
under the supervision of the pilot-incommand
the functions and duties of a
pilot-in-command, shall be entitled to be
credited in full with this flight time
towards the total flight time required for
a higher grade of pilot licence, provided
that the method of supervision is agreed
Logging of PIC Flight Time
A co-pilot acting as pilot-incommand
under the supervision of the
pilot-in-command on an aeroplane on
which more than one pilot is required
under the type certification of the
aeroplane or as required by JAR–OPS
provided such pilot-in-command time
under supervision (see (c)(5)) is
under the supervision of the
pilot-in-command on an aeroplane on
which more than one pilot is required
under the type certification of the
aeroplane or as required by JAR–OPS
provided such pilot-in-command time
under supervision (see (c)(5)) is
countersigned by the pilot-in-command.
PICUS (Pilot-in-command under
supervision)
Provided that the method of supervision
is acceptable to the Authority, a co-pilot may
log as PIC flight time flown as PICUS, when
all of the duties and functions of PIC on that
flight were carried out, such that the
intervention of the PIC in the interest of safety
supervision)
Provided that the method of supervision
is acceptable to the Authority, a co-pilot may
log as PIC flight time flown as PICUS, when
all of the duties and functions of PIC on that
flight were carried out, such that the
intervention of the PIC in the interest of safety
was not required.
To answer the question in one simple sentence - No unless the operator has received approval for the method of supervision that is being applied.
I won't hold my breath for any SEP operator operating as 2 crew eg Simulated Instrument Flight getting approval for their "supervision system" if for no other reason that in all the cases where SEP's can be required to operate 2 crew there is no real option of providing the required supervision.
Last edited by DFC; 28th Nov 2009 at 16:09.
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O well you carry on practising under the hood with folk logging co-pilot next to you.
The sad thing is a don't doud't that the clark's at the CAA have let through people logging co-pilot time in a SPA.
But never mind the CAA does watch these forums I am sure someone has drafted a memo already so it doesn't happen again.
The sad thing is a don't doud't that the clark's at the CAA have let through people logging co-pilot time in a SPA.
But never mind the CAA does watch these forums I am sure someone has drafted a memo already so it doesn't happen again.
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The CAA can issue all the memo's they want. They can not change JAR-FCL and that is what counts.
The CAA issue many "restrictions and memos" but all a pilot has to do is move their licence to a JAA country with no such a restriction and say
to the CAA.
You may be surprised to find that the CAA find's itself in the position of having to sit back an watch while a very large number of the UK pilot population operate with JAA licenses issues by other countries which makes the CAA restrictions meaningless and at the same time administer JAA licenses issued to many pilots in other countries - especially ex military from various european countries who do their civil training and tests in the UK.
Like I said it is possible to get an ATPL with only having actually flown the aircraft on the few solo hours that form part of the PPL course and during the various tests. i.e. very little hands on experience.
The important thing is to a) operate the flight safely and legally (insured) as well as making a truthfull record of who did what during the flight. So that if someone does come and check you have recorded just what part of the crew you were.
The CAA issue many "restrictions and memos" but all a pilot has to do is move their licence to a JAA country with no such a restriction and say
to the CAA.You may be surprised to find that the CAA find's itself in the position of having to sit back an watch while a very large number of the UK pilot population operate with JAA licenses issues by other countries which makes the CAA restrictions meaningless and at the same time administer JAA licenses issued to many pilots in other countries - especially ex military from various european countries who do their civil training and tests in the UK.
Like I said it is possible to get an ATPL with only having actually flown the aircraft on the few solo hours that form part of the PPL course and during the various tests. i.e. very little hands on experience.
The important thing is to a) operate the flight safely and legally (insured) as well as making a truthfull record of who did what during the flight. So that if someone does come and check you have recorded just what part of the crew you were.
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Crack on DFC with your theory that Flight ops inspectors don't read JAR-FCL. Multiple company's in the UK also have it wrong.
Your interpretation of of JAR FCL for the logging of co-pilot I suspect is a very small minority (if not one)
Now come on and get your final post out of the way so the thread can drop off the bottom and gullible wannabies won't get fed a lie with another one of your bollocks interpretations of the legislation/procedures.
Your interpretation of of JAR FCL for the logging of co-pilot I suspect is a very small minority (if not one)
Now come on and get your final post out of the way so the thread can drop off the bottom and gullible wannabies won't get fed a lie with another one of your bollocks interpretations of the legislation/procedures.
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with another one of your bollocks interpretations of the legislation/procedures.
I am especially interested in your interpretation of how pilots log their functions when the law requires two pilots for example simulated instrument flight.
Just because some company tricked you into sitting in the right seat for the sole purpose of pouring the pilot's tea does not mean that other companies have not used the appropriate parts of EU-OPS in their approved Ops manual and thus made the operation 2 pilot.
