Are you ready for a logging extravaganza that we'll have you check in your log
book for accuracy while learning how to really understand the regs around logging.
Then you're going to love today's episode of the student pilot cast.
Logging for mere mortals.
Welcome back SPC listeners.
I'm pumped to be back with a special episode of the student pilot cast during
one of our recent recording sessions for beyond the check ride segment.
Kent.
And I realize that we had done one that went way beyond an hour.
As we dove into a bunch of areas of logging.
Clearly.
We could have broken that topic up into smaller bite sized pieces.
But because we're either lazy, too busy, or we just love talking about flying, even
when it's mostly about the regulations we decided to just let it ride.
Now I did manage to edit it down to just over an hour, but that's still too long.
To have it as just a segment.
So we'll forgo the training flight today.
To get this valuable information out.
Hope you enjoy it.
And also that you get some good information out of it.
We've already discussed some limitations that we didn't know about
in ForeFlight since we recorded this.
We cover briefly how to do some of the logging and how you can do some
of it in ForeFlight it wasn't mostly about ForeFlight it's mostly about, you
know, how you logged no matter how you do it, but we did mention ForeFlight
and showed ForeFlight a little bit.
If you're looking at the video version of this, so.
See, if you can run across anything like that.
And let us know about it.
And we may do a follow-up to talk about that as well.
Even better though.
What did we forget?
Or what did we get wrong?
In this beyond the checkride segment.
Uh, reach out to us via email@billatstudentpilotcast.com or you
can use the contact form on the website if you prefer, but reach out to us and
let us know your, take your stories or anything that you think we may have
gotten wrong or should have said better.
By the way.
The video version of this segment is already published on YouTube.
Uh, published it a little bit earlier.
Today.
And you might want to go check that out in this case because
Kent will be sharing some visuals.
To help go through the regs as, as well as some of the interpretations and as
well as using ForeFlight a little bit, like I said, so the video version of
this could actually prove pretty helpful.
You can go to our YouTube channel to.
Find it it's at youtube.com/at student pilot cast.
Or you can just search for student pilot cast or student
pilot cast logging on YouTube.
There'll also be a link in the show notes.
So lots of ways to find the videos.
So don't forget to go check it out.
While you're there.
Why don't you hit subscribe on our tiny fledgling YouTube channel as well.
So, thanks for always listening and thanks for watching.
And enjoy.
So let's get right to it beyond the checkride.
Logging flight time explained.
All right.
Welcome back everybody to another segment of beyond the check ride.
I'm here again, as usual with Ken Shook.
How you doing Kent?
Excellent.
Good.
always a good day when I can talk about flying.
Always is always is.
So I know I introduced these segments, a few episodes ago, and we're
going to continue to release those.
As I said, as segments within the student pilot cast, but I wanted to make a comment
on it today, just to kind of set the stage a little more for, you know, what
these are all about, we certainly don't want to give the impression that these
are, you know, sort of the gospel truth about how you do any of these things
and they're certainly not comprehensive.
In what we're covering, we're mostly wanting to bring these topics up because,
uh, especially Kent and a little bit me, we've had some experience in aviation and,
we've found some things that we've learned over time that certainly aren't in.
The ACS or what used to be the PTS and they don't, they aren't required knowledge
to get a certificate or a rating or, you know, things like that, but they
are practically important knowledge.
And these are things that we've learned since our check rides.
And, we're kind of trying to bring up that question and
disseminate the information so that.
We can start a discussion in the overall community about these things.
And so we always want to hear feedback.
I know that we've harped on that quite a bit.
We always want to get feedback from you.
We want to hear stories about how you've learned things
beyond your own check rides.
And this is really to open up the conversation.
We're going to talk about our experiences, our stories.
the things that we've run into and so on, and we want everyone
to add to that conversation.
Anything to add to that, Kent?
I just wanted to make sure we were setting the stage.
Yeah, that sounds great.
And, you know, I hope that eventually we'll have enough feedback that we can
even have a, a segment within a segment where we go through feedback every time
and, and talk about it a little more.
Like I said, I like to talk about flying, so just a, another way to do
it and to expand the size of our little circle around the fire at the hangar.
Right.
That's right.
Cool.
So with that being said, what topic have you got for us today?
Well, this time, kind of the overarching thing will be the, uh, regulations.
and within that we're going to look at one that I have seen so
many online arguments and confusion about, and that is logging time.
I'm, I'm sure you've seen an argument or two over that in your day.
Oh, for sure.
So, you know, over the years I've, I've actually gotten to the point where
The regulations actually make sense to me, don't tell the FAA or they'll
probably revoke my medical for being crazy or something like that, but, um,
There's gotta be something wrong with you, right?
yes, yes, and one of the people that I, I learned a lot from was a guy by the name
of Ron Levy, who, uh, was a participant in many of those arguments ages ago, But
he actually taught a class at a college.
I can't remember where it was, but, he was out in Maryland.
So somewhere out in that vicinity, he was, uh, a guy who taught a college class in
aviation law, so knew what he was talking about, always backed up his statements.
And then by following all the references that he provided, I
learned a lot about it myself.
So, I've learned from those online discussions that I've had quite a bit.
really it's all about going and finding references for your position.
And, so sometimes I will learn that I was right and sometimes
I'll learn that I was wrong.
And, um,
It's all still learning, right?
exactly.
So what are some of the big, the big issues that, I mean, the obvious one is,
you know, logging PIC when you're doing instrument practice, but we'll get it.
We'll hold off on that one for a second.
Hopefully, are there any other big logging issues that you run into?
Well, there's a couple.
There is the can more than one person log PIC at the same time, or even
log the time at all at the same time.
The other one is Okay, I'm going up with an instructor, and I'm
getting my complex endorsement.
How do I log that?
So I
Right?
Can you, can you log PIC when you don't have, a high performance
endorsement, for example, or.
Sure.
Something along those lines in a high performance.
Yeah.
Okay.
Good question.
I think I know the answer to that
actually,
the, the first thing here is, don't try to make it make sense.
If you try to make it make sense, right off the bat, you'll say, what on earth
is going on, and it won't make any sense.
So,
federal regulations after
yes, yes, if you sit back and wait until the end, hopefully by the time we're
done tonight, then it will make sense.
so the, I mean, the first.
thing to understand is that to the FAA, logging PIC Being the PIC
are completely separate things.
when I say being the PIC, we'll also use the term acting as the PIC.
That doesn't mean acting like you're not really a acting PIC as the
person who is being or acting as the pilot in command of the aircraft.
There is always one and only one pilot in command of an aircraft, period.
End of story.
However, there are times when you can have, I'll put an asterisk
on the first one here, but zero up to three people logging PIC.
So, Don't let me forget that.
We'll, uh, we'll cover what those are here at the end, and
it'll make a little more sense.
so first thing, let's talk about how you can look this stuff up on your own.
And in fact, I will see if I could share my screen here.
All right.
So here in my browser window, you'll see, we have gone to ecfr.
gov.
So electronic code of federal regulations.
And what we're looking for here is title 14 aeronautics and space.
So let's click on that.
And this is an awful lot of stuff because this is everything dealing with the
FAA and NASA and all kinds of things.
So.
Pretty much everything that you're going to want in terms of aviation
regulations is going to be in this first chapter here, Chapter 1.
So I'll expand that.
And for logging stuff, One of the things that you should have learned right away
as a student pilot is that anything that depends on who the pilot is, is 61.
And then general operating rules are Part 91, so.
Let's go to Subchapter D here, where Part 61 is.
Now, there's a difference between whether you click on
Part 61 or the title over here.
So if you click on the left, you'll get the Table of Contents.
If you click on the right, you'll get the entire part.
And that is generally what I do, so let's go ahead and do that.
So here we go.
This is part 61.
Everything in part 61.
Now, I happen to know that it's 6151 is what we're looking for.
But, you can also just do a quick find for logging.
So, you can see C, D, and E there.
I'm going to scroll back up.
So, there we go.
6151, Pilot Logbooks.
So which questions shall we address first here?
well, let's do the scenario where let's say you just got your private
pilot certificate and you want to add on something like a complex
or high performance endorsement.
Yep.
That's a good one.
Good, simple one.
now this is all, we're talking PIC right now.
So 6151E is where we talk about PIC.
So logging pilot and command flight time.
A sport, recreational, private, commercial or airline transport pilot may log
pilot in command time for flights.
And this is the one that really matters here right off the bat, except
when logging flight time under 61 1 59 C, when the pilot is the sole
manipulator of the controls of an aircraft for which the pilot is rated
or has sport pilot privileges for that category and class of aircraft if the
aircraft class rating is appropriate.
So.
That's a mouthful.
let's pick that apart.
So, except when logging flight time under 61159C.
I happen to know that that is all about the, what's called a second in command
professional development program.
So, that's something that Part 135 operators can use, if
they have the op spec for it.
and it, changes things a little bit.
So if you're part of one of those SIC PDPs, kind of skip everything we're
going to tell you because the SIC PDP takes precedence over basically
all of the other logging rules.
Now, if you don't already know that, well, what do you need to do?
You need to go and look at what 61159C says.
So let's go ahead and click on that and do that.
And you can see when you click on it, this website highlights the section.
A commercial pilot may log second in command pilot time toward the aeronautical
experience requirements of paragraph A of this section, blah, blah, blah.
Employed by a part one 19 certificate holder.
Authorized to conduct operations under part 135 of this chapter,
et cetera, et cetera, et cetera.
So none of that is applicable to the scenario that we're in here.
So, you don't need to read.
These little subsections at all.
this just simply isn't applicable.
so that whole exception that you read in a 6151E, it just doesn't
pertain to our scenario anymore.
They're not, uh, they're not in one of those.
programs.
exactly.
So now I need to find it again.
Okay.
So here we are.
6151 E.
So this exception here.
does not apply.
Now let's pick apart the rest of this.
There's this or, or has sport pilot privileges, blah, blah, blah.
We're talking about somebody who just got their private pilot certificate.
So that means this whole section is irrelevant as well.
Yep.
Skip on
So what that means is that effectively our person who is just a private pilot,
you know, they're, they're working on some flight training all under part 91.
So, When the pilot is the sole manipulator of the controls of an
aircraft for which the pilot is rated.
Uh, Oh, what does that mean?
Here's something that you'll find throughout the regulations.
They don't leave a whole lot of ambiguity in the regulations.
So let's Let's see if we can find out, what does rated mean?
And where we find that is you can always kind of peel the onion on this stuff.
So, definitions relative to part 61.
only are always going to be up in 61.
1.
So if we scroll way back up to the top, it actually isn't completely
at the top because there are a couple of special federal aviation
regulations up here, but here we go.
Applicability and definitions.
That's what you'll find at in the 0.
1 of pretty much every part.
So what we want to look up here is look up rated or rating.
It's not here, right?
So next, let's peel the onion.
Let's go out to Subchapter D, Airmen.
Well, nothing really there, because the first part in Subchapter D is this
flight simulation training device, etc.
That's not really applicable.
So, peel the onion again.
And you know, I must have clicked on something there that I didn't
really mean to because this is what I wanted to be able to see.
We're going to back all the way out to Part 1.
Definitions and Abbreviations.
And this is applicable to all of the regulations.
So now let's go down We're looking for rated or rating now.
Let me, okay, public aircraft, you can see some of this is OEI power.
Yeah, a lot of, a lot of this stuff is just stuff that is.
Probably in the certification regulations, but right here rating means a statement
that is part of a certificate sets forth special conditions privileges or
limitations so Rating in the context of are you rated for an aircraft?
means something that is part of a certificate your pilot certificate When
you get your complex endorsement, is it printed on your pilot certificate?
Nope, and it's it's kind of you know, they give it away in the naming
of You know complex endorsement.
Yeah.
It's an endorsement.
It's not a rating
yep.
So the things that get printed on your pilot certificate like Airplane
Single Engine Land or Instrument Airplane, those are ratings and
the endorsements are not ratings.
So, now that we've figured out what the rating part means, let's
jump back here into Part 61.
Gonna have to scroll down again.
Okay, so the way we read this now is, we can pretty much start right here.
Logging in pilot in command flight time.
A, we're going to skip over the stuff that's irrelevant.
Private pilot may log pilot in command flight time for flights when the pilot is
the sole manipulator of the controls of an aircraft for which the pilot is rated.
Now, is any of this other stuff even relevant at this point?
Here's how we check that.
So, you can see we've got these little i's, uh, you know, basically
small roman numerals here,
and at the end of every one we've got a semicolon, except for,
before this last one, number four, Look at this word right here.
It's an OR.
As long as that is an OR, that means you only have to satisfy
one of those sub conditions.
So that's it.
We've told the story now.
We are able to log that flight time.
So hopefully that, uh, that makes sense.
Yeah, for sure.
I will tell you there's another thing that you can look up and
this is my don't argue with me I've been arguing about this subject
for way longer than a lot of people
But this is this is also something that is a really good reference So
it's not at an easy URL like ecfr.
gov.
So I always just Google search for search FAA chief counsel not counsel like a
group of leaders but counsel as in lawyers C O U N S E L Interpretations, and you
can see it was actually, it was coming up before I even finished there, but,
okay.
So, interpretation search.
Now what we can do is we can put in a keyword, and you can type in something
like PIC or log or, you know, the problem is you'll get a lot of results on those.
So one thing that's easy to search for is just search for the
regulation that you're looking for.
So let's do 6151E
and that got it down to two pages.
So, uh, oh no, two results.
Now this one, the Herman interpretation, was actually requested by a
friend of mine, Jason Herman.
In fact, he was on an episode of the pilot cast quite a while ago.
I
So, Hey, Jason, if you're listening out there, hope you're doing well.
what you'll see is you'll see these letters that are written from the
FAA to the people who request these interpretations and anybody can do that.
So, it says he requested clarification concerning the logging of pilot in
command flight time under 14 CFR 6151E for flights conducted in complex
and or high performance airplanes.
Sounds like the question that we were just looking at, right?
Your letter presents a scenario in which a pilot who holds a private pilot
certificate with an aircraft single engine land rating but does not have
endorsements for high performance or complex airplanes required by
14 CFR 6131ENF to act as a PIC.
Note the word act again that we talked about earlier is flying in a high
performance and complex airplane.
Another pilot who has those endorsements is acting as the PIC for the flight.
Your letter asks whether the pilot lacking the endorsements may log PIC
time for the time that the pilot is the sole manipulator of the controls.
Does that wording sound familiar?
Yes, it does.
Your letter also asks a similar question in the context of a pilot
lacking these endorsements logging PIC time during a training flight.
The response that follows applies to either scenario because the regulations
that govern the logging of PIC time whenever a pilot is the sole manipulator
of the controls of an aircraft.
So, whether you are getting instruction or just flying around with a friend.
Doesn't matter.
Yep.
So section 50, 6151E governs the logging of PIC time and states and relevant park
that a sport recreational blah blah blah.
I'm not going to reread the whole, the whole thing there, but it does
say right here, the term rated as used in section 6151E refers to the pilot
holding the appropriate aircraft ratings.
Category, class, and type, if a type rating is required, and these
ratings are listed in 615 and placed on the pilot certificate.
And then it references another interpretation, 6131 ENF established
additional training and endorsement requirements before acting.
As PIC of a complex or high performance airplane, respectively.
Although these endorsements are required before a pilot may act as PIC, they are
not required to log PIC time if the pilot is rated for and is the sole manipulator
of the controls of the aircraft.
So you're hearing a lot of those same words again.
You know, they're, they're being very clear about, you know, rated and sole
manipulator and all that kind of stuff.
But here's where the whole don't ask it to make sense thing comes in and the
difference between logging and acting.
There is a distinction between logging PIC time and acting as a PIC.
For a pilot to log PIC time, i.
e.
sole manipulator of the controls, a pilot must be properly rated in the
aircraft by having the appropriate category, class, and type ratings.
For a pilot to Act as a PIC, i.
e.
the pilot who has final authority and responsibility for the operation and
safety of flight, and you'll hear those words in, uh, 61 3 and, a bunch of
other places in the regulations as well.
Pilot must be properly rated in the aircraft and be properly rated and
authorized to conduct the flight.
So,
in your example, being properly rated and authorized would
include having the endorsements for complex and high performance
airplanes as required by 6131 ENF.
Accordingly, in your examples, the pilot may log PIC time if that pilot
is properly rated for the aircraft even though that pilot does not have the
required endorsements to act as a PIC.
So, basically, that's the letter from the FAA that says all that stuff
that I just said before is true.
Yep.
Yep, exactly.
I
So, when you do have a question about stuff like that, it's, it's really a
good idea to go and search those FAA interpretations because, uh, There are
certain times where something isn't necessarily clear to a layman, and it's
always good to see what the lawyers at the FAA have determined is, you know,
the real meaning of the regulation.
Yep.
I actually have a quick story where this is very relevant.
A few weeks ago, a friend of ours, took us on a flight in his great little arrow
that he owns with a few other people.
we went up for breakfast one Saturday morning for, up to the high country and
Payson and Merrick, My middle son, who is a private pilot working on some of his
other ratings, he does not have a complex endorsement and an arrow is a complex
airplane, but he flew for, you know, 0.
5 or 0.
6, because our friend, allowed him to, you know, fly the airplane and get
a feel for it on our way back down.
And, when we got back, I said, you know, you can.
You can log that 0.
5 or 0.
6, however long you were.
So a manipulator of the controls and, he goes, yeah, but I don't have it.
And I explained this to him, so that, you know, he, he was able to log that time
because he is time building right now.
He is trying to gain experience and get time.
So.
The interesting thing about that is technically that is a, so
I've got a follow up question for you based on that scenario.
I told you I was going to throw some curveballs at you.
So, even though that that airport was more than 50 miles away, can he now log
that as cross country time, even though he did not do the takeoff and landing?
So you're wondering what he can log,
He can log PIC,
but can he log it as PIC cross country?
And that took a little digging for us to figure out.
Yep.
So Now, I believe, let me go back to the interpretation search here, and
I don't know why, but I know all the people who ask these dumb questions.
They aren't actually dumb questions.
I'll, I'll say that, but, okay, Van Zanen.
Alright, so, you know, one thing I'm going to do first is go back to
our definitions here at the top of part 61.
because that should give us a clue what this interpretation is going to say.
So what is the definition of cross country?
Let me ask you that, Bill.
What's the definition of cross country?
Well, it, it, it depends on why you're logging it.
So that's the important thing is if you're logging it for experience
requirements to obtain other ratings, then there are definitions, based on
that, if you're logging it, because you want a record of your flying, then
that's a different standard, right?
And that really means going from one place to another.
Anywhere that would be a cross country.
But if you want to use it for, for example, experience requirements for
getting an instrument rating or for getting a commercial certificate, then
it has to meet certain requirements.
And the standard requirements for cross country for most of those
certificates, has a definition.
yes.
Now, let me show you what the basic definition is here.
Cross country time means, except as provided in paragraphs two through
five, or two through six, rather,
Time acquired during flight conducted by a person who holds a pilot certificate
in an aircraft that includes landing at a point other than the point of departure
and that involves the use of dead reckoning, pilotage, electronic navigation
aids, radio aids, or other navigation systems to navigate to the landing point.
So.
No mileage requirements, no, you know, specific requirements, but there is
we'll pause there.
So the, the two through six, if we look at those two is for the purpose
of meeting aeronautical experience requirements, except for rotorcraft
for a private pilot certificate.
And then you'll see, here's the 50 nautical mile requirement
that people are talking about.
for a sport pilot.
I did want it to go back to, what you read as the basic definition.
it it does say landing,
Yes.
Landing at the airport.
And so as soon
is the key.
yep, as soon as we got to that point, then it was clear that my son could
not log that as PIC cross country time.
Because it wasn't even, he didn't even perform a cross country flight
because he was missing a key element.
And that's the landing at a place that was different than the part of
departure than the point of departure.
I should, I should
say,
Exactly.
but then those other criteria come into play.
But in this case, they're irrelevant because he's already
been disqualified from being able to
Right.
And yeah, these are basically for all the different types of pilot certificate.
Now, I have a suggestion.
This has no legal basis whatsoever.
It's just, making it easier for people.
So, If you want to, you can certainly mark down any flight where the takeoff and
landing are at different places as cross country right from the very beginning.
However, when you're working on your Private pilot certificate, your instrument
rating, and your commercial, those all have the 50 nautical mile requirement.
And you're going to have to total up the greater than 50 nautical
mile cross country for filling out your, forms that you fill out to
apply for the new pilot certificate
Oh
for the checkride.
Used to be form 8710 when it was on paper, but Yeah, whatever
the electronic equivalent is.
IACRA, I
think.
IACRA
Um, so, yeah, to make it easy to fill out your IACRA, don't bother
logging the shorter stuff early
on.
It's just gonna make your calculations more difficult.
yeah.
So, I think generally after the commercial, as long as you have
that landing elsewhere, you're good.
so if we scroll down here just a little ways,
number six here.
For the ATP certificate, it's straight line distance, more than 50 nautical miles
from the original point of departure.
And that involves the use of dead reckoning, pilotage,
electronic, blah, blah, blah.
So the ATPs don't even have to land somewhere else.
Right.
that said that has to be more than 50.
So I guess until you have the ATP, it's worth logging only that greater than 50.
Now, after that.
Nothing really matters anymore.
Yeah, log whatever you
you can, you can log it all at that point.
Yeah.
Excellent.
Well, uh, we didn't even pre plan that, but that, little personal story
kinda helped illustrate how you can get into a rat hole, and then you're
demonstrating perfectly how you can unravel all of these things, peel the
onion, and get down to the bottom of it.
So, that's good stuff.
So this particular letter of interpretation, I'm not going to read
the whole thing out, but basically what it says is that If you have three
airports, A, B, and C, and none of them are more than 50 nautical miles from
your home base, which is airport A, but airports B and C have more than 50
nautical miles between them, and you fly A to B to C back to A, Because B
and C have 50 nautical miles between them, if you log your flight from A to
B, separately from your flight from B to C to A, you can log the B to C to A
flight as cross country, and then not log the A to B flight as cross country, they
just call that a repositioning flight.
And so, it kind of seems to go a little bit against the spirit of the regulations,
But, that's one of those questions where,
uh, a lot of people ask, like, does each leg have to be more than 50 nautical
miles, and that sort of thing, and it doesn't, like, you know, if you're working
on your private pilot certificate, and you want to, hop to 10 different airports,
none of which is more than, 10 miles away from the last one, as long as one of those
airports is greater than 50 nautical miles from your point of origin, you're good.
Alright,
I've got it.
I've got a couple, I know we've got some more scenarios, but if we could
step away from the regs a little bit, give everybody's brain a little bit
of a break, I've got a convention or maybe a suggestion, question for you.
And this is a real scenario that's been coming up for me lately.
As most folks know, I'm, I've been working on my CFI.
I'm having a hard time.
I'm ready for my check ride, but I'm having a hard time getting
that check ride scheduled.
So it's kind of dragging on for a while.
This is not an uncommon problem these days.
So, I'm doing all kinds of flying and a lot of the flying I'm doing, of
course, I'm doing it from the right seat to continue to get more comfortable.
And I'm taking my kids and anybody who's willing to be a Guinea pig and
I'm teaching them things about flying.
and so I've had the opportunity recently, for example, to take my son, who was
already a private pilot and introduce him to some of the commercial maneuvers,
acting as if I'm in his instructor, of course, in this case, I haven't done
my checkride, so I'm not a CFI yet, so we can't log it as dual, but I can
certainly teach him, demonstrate the maneuver, let him try the maneuver, you
know, those sorts of things, and give him feedback and act like I'm an instructor.
And so that's what I've been doing.
Now in that case, because he's not logging dual and I'm not logging
dual given, I, I am acting as PIC.
But unless I'm demonstrating or doing the landing or something like that.
I'm not able to log PIC time because he's logging PIC time as the
sole manipulator of the controls.
He's rated for the aircraft.
So he, he can log that PIC time.
Therefore I can't.
so that's been an interesting thing.
So I've got a question for you on how you might fill out
a log book in this situation.
So most log books have A column that says, I've got my log book
open, so I'm going to be glancing at it says total duration of flight.
And this goes to the scenario I was talking about earlier when we went
with a friend, flew to breakfast and Merrick flew for part of it, I flew
for part of it on the other direction.
so what would you put, in the total duration of flight there?
Would you put the amount of time you're logging PIC where you were
the sole manipulator, the controls.
Or would you put the total duration of the whole flight?
what I would put in there is
the total loggable duration of the flight.
Um, and I actually have something in our notes here about
things you can't log as well.
loggable loggable for you.
Is that what you're saying?
correct.
So,
it would Matt.
In other words, you would fill it
out.
You would fill it out.
So it matches your PIC time in this scenario that I'm giving.
Yes.
So, there are really two kinds of total time.
There's total flight time and there's total pilot time.
The only difference between them is simulator time.
So, essentially, total flight time, which is in an aircraft, off the
ground, plus your simulator time would be your total pilot time.
so, you know, you can choose for your own convention, you know, I have a,
ground trainer, column in my log book.
Um, some would call that simulator.
but you know, you can choose whether total duration of flight
is pilot time or flight time.
Just because the word is flight, I have chosen to log flight time in that column.
And so if someone asks for total pilot time, including simulator, in
fact, I've got a, an entry right here where you can, um, Maybe see that.
You can see on that second line there, I have nothing in total
flight time because I logged it over here on the simulator column.
So, that's that.
Now, you probably are only putting in like a tenth or two of loggable
time demonstrating maneuvers, right?
Yeah, we did like a 1.
2 and because I'm also practicing demonstrating, I got 0.
3.
Okay.
So I calculated how much time I was sole manipulator of the controls and logged 0.
3 on this particular flight of PIC and he logged the rest of it as PIC.
I also did the, the takeoff and landing.
So, that was additional, part of my 0.
3.
Yeah, so, I know that there are some people who will say things
like, Well, it's your logbook.
You can log whatever you want.
And while that is true,
um, to some extent, it also, you don't want to make it look like you're lying,
you know, whether you end up applying for a job someday or you're having
a chat with the FAA, maybe after a ramp check, maybe after an accident,
hopefully not, but you know, if you have all this stuff in your logbook,
And you have been logging time given the columns that are in most logbooks.
Eh, that's going to be a pretty uncomfortable conversation.
Well, why did you log this time in the 747 when clearly you're not rated for it?
Yeah.
Well, I like to log passenger time too.
Well, yeah, don't put that in total time though.
So,
Well, there's another column to, same question.
I think your answer is going to be pretty obvious, but there's another
column for, you know, in this case, airplane single engine land.
So category and class.
So again, it sounds like you would log just the amount of time that
matches what you're able to log as PIC since you're rated in it.
yes.
And then, because, you know, Single probably doesn't matter that much,
but you probably right next to that have an airplane multi engine land
column and that one is going to matter.
you will be asked about that for insurance paperwork and for applying
for jobs and all that kind of stuff.
So in both of those cases, if you have a flight that you would like to put
into your logbook for memory purposes, let's call it, you know, it's a
flight that you want to remember and.
Frankly, there are times when you, are getting some value from a flight,
even if you can't necessarily log it.
Yeah.
and so in those cases, if you want to put something like that
in your logbook, does your logbook have some blank columns in it?
Um, it does.
Yep.
And I've written in things like, um, complex and high performance, things like
that, that allow me to keep track of that.
yeah.
So, you know, looking in my logbook here, I've got single engine
land, multi engine land, blank.
Helicopter, as flight instructor, um,
Yep.
and the rest of them, I would probably actually use.
So what I would suggest, and I, I didn't start doing this
until actually very recently.
I was working for a flight instructor.
Part 135 operator, and I was only able to log maybe half of my time or so
because we were flying single pilot airplanes and Any time that we were
on a part 91 leg or if we were on a part 135 leg without passengers on
board There's no method for me to be able to log PIC or really log anything
and so I decided that What I would be doing with that is logging it under
a new column that I call seat time.
So if I was the pilot monitoring, not the pilot flying, and I was not acting
as pilot in command of a 135 leg, then I would just log it as seat time.
So my total time would be zero, cross country zero, landing zero,
you know, all that stuff, but seat time, I would put that in.
So, in your case, you could log 1.
2 of seat time and 0.
3 of PIC, for example.
So,
Right, right.
I just, that's, I feel like that is a method to make it very clear
that, hey, this is, this is time that wasn't necessarily loggable that
I just wanted to have a record of.
Very interesting.
So yeah, we got a, got a little away from the regulations and more about
convention and kind of best practices.
But, but I thought that would be valuable as well.
Along those same lines, Kent, what about in a situation where you
hand the controls, over to a buddy who's not a rated pilot at all?
So that is the zero asterisk I was talking about at the top, because guess what?
You just handed the controls over.
You're no longer the sole manipulator, right?
Yep.
But your buddy is not rated.
And can't log it either.
Zero pilots logging PIC.
it.
Right.
Yep.
But here's the asterisk.
Someone asked for an interpretation on that one.
And the FAA said.
You know, in that instance, it's okay if you log it, even if you're not the, truly
the sole manipulator of the controls.
So, I don't have that interpretation handy here,
but,
it, it's almost like saying, let's not leave PIC time on the table.
kind of, but yeah, I think that the, the FAA is view there was, well, in reality,
you are still in control of the airplane.
So we'll, uh, we'll let you have that one.
And as long as we're on the subject, Let's talk about just the few
different ways that you can log time.
Let me go back to 6151 one last time here, hopefully.
Alright, 6151E again here.
we're going to just quickly tick off the boxes that will
let you log something as PIC.
So we've already talked about the sole manipulator rule a bunch.
Number two here, when the pilot is the sole occupant in the aircraft.
So student solo, that's the first time that you can log PIC because
if you are the sole occupant of the aircraft, You don't have to be rated.
so I guess technically, what did they call that kid?
Uh, the, the barefoot bandit, I think,
who for a while there was running around the country, stealing airplanes.
Mostly the Pacific Northwest, Northwest, Right.
Yeah.
Technically he could lock it.
Yeah.
Uh,
that's
ever going to let him have a pilot certificate, but that's beside the point.
So, third one here, and this is the one, that is important for, for the
scenario where you have two people logging PIC, uh, where one is being
the safety pilot for the other.
So, number three, when the pilot, except for a holder of a sport or
recreational pilot certificate, acts as pilot in command of an aircraft
for which more than one pilot is required under the type certification
of the aircraft or the regulations under which the flight is conducted.
So, that covers a bunch of scenarios.
If you are an airline pilot or, any sort of pilot where the aircraft
requires two pilots, then, That's the part where it says where more
than one pilot is required under the type certification of the aircraft.
Now, I mentioned a minute ago flying under Part 135.
So, it says, or the regulations under which the flight is conducted.
So, in the particular
including your
where I was working.
right.
For a one 35.
right.
So, in Part 135, it specifically says that Two pilots are required on any
leg with paying passengers on board.
There is an exception to that, that some carriers have, and it's just
called generally the autopilot in lieu exception, where if you have
a functioning three axis autopilot, you don't need that second pilot.
You do have to have Ops specs that allow your operation to
use that autopilot and lube.
And we just specifically did not get that ops spec because
that's not how we operated.
We always did everything with two pilots.
I was able to log legs where I was not the pilot flying.
Um, as long as we had passengers on board, if I was the acting pilot in command.
so those are the only two scenarios where the acting pilot in command
could Gets to log it just by virtue of being the acting pilot in command.
But if you were not the.
Not acting as pilot in command and it was not your leg to fly.
So you were not the sole manipulator of the controls.
Then you're not logging PIC.
Correct.
There are no boxes I can tick at that point.
In fact, I couldn't log anything.
So, And man, there's there's so many little Sub scenarios you can start
to get in off of these regulations.
It's it gets kind of crazy.
we'll leave those for future.
Yes, in fact, we would love feedback if you have questions
on whether you can log something.
I guess while we're on the subject, well, we'll come back to that in just a minute.
There is one more, well, there's this number four, which is more
involved in, uh, training flights and, there's an ATP one down here.
So, um, if you are an ATP acting as pilot in command of an operation
requiring an ATP certificate.
You get to log it then.
Which is also kind of covered by that one we were talking about a minute ago.
But this is the one that I really wanted to jump down to is 6151E3.
A Certificated Flight Instructor may log pilot in command flight time for
all flight time while serving as the authorized instructor in an operation,
if the instructor is rated to act as pilot in command of that aircraft.
So, There's plenty of situations where, you can have people logging,
two people logging PIC if one of them is acting as an instructor.
Well, if you're, if you're giving instruction, then you
are required crew at that point.
So
So let's talk about the good ol safety pilot thing.
The way that you can get two pilots logging PIC at the
same time, and you're not.
a professional pilot.
That's, that's the scenario we're talking about.
yeah,
The safety pilot, if the safety pilot is the acting PIC, and this is
important, the safety pilot must be the acting PIC for both pilots to log PIC.
The safety pilot does not have to be the PIC to log it, period.
So.
Pay attention to who is the PIC and is responsible for the flight
because the safety pilot may be logging either PIC or SIC.
and you know, it's more than just regulations that goes into that.
So, let's say you and I go flying in my airplane
and, you know, I'm, I'm.
Under the hood and you're my safety pilot.
Well, are you on my insurance?
I'm
not
one reason why, you know?
Right.
So in that case, I'm gonna want to be the PIC because let's say I
gear the thing up or something like that, and then you are the PIC.
Well, now the insurance is gonna deny that claim.
another thing would be, I was just thinking through the, uh, endorsements.
So, my Mooney is both complex and high performance.
You CANNOT act as PIC.
on my airplane if you don't have those endorsements,
so, um,
Yeah.
so those are a couple things to think about.
yeah.
You have to, you have to be qualified.
You have to be qualified to act as PIC in that airplane, obviously, to act as PIC.
correct.
So if it's not an airplane that you can go and fly by yourself, then you should not,
That includes, that include, I wanna bring this up too.
That includes medicals.
Yes,
So you, you, have to have.
All of the requirements to act as PIC, like you said, Kent, if
you can't fly that airplane by yourself, you can't act as PIC.
yeah.
Now, a medical is required, Yeah.
To be the safety pilot anyway, because you're still a required crew member.
medicals are not just required for PICs.
I should say, though, that BasicMed now does qualify.
For quite a while after the BasicMed rule first came out,
you had to have a legit medical certificate.
It was, it was just due to the way that Congress wrote the law requiring the
FAA to do BasicMed in the first place.
They had not addressed that scenario, and the FAA had been dragging their feet
on that whole idea for the longest time.
And so they literally wrote the regulation exactly as Congress
made them, and nothing else.
And that was probably the most glaring issue with the whole thing was that, okay,
now there's this whole scenario where I can fly the plane myself, but I can't sit
in the right seat and look for traffic.
Right,
But yeah, they did finally address that more recently.
So
Did they address that with a regulation change or did they
address it with an interpretation?
that was
a regulation change.
So technically an interpretation of An interpretation is
never changing a regulation.
It is
merely
a
but they can be
of what the regulation means.
uh, regulation can be ambiguous enough that it, it has the same effect though.
Yeah, to an extent.
but yeah, this particular one, it, it was not ambiguous at all.
It, it said, yeah, you need to have a medical.
it was really the, uh, The basic med rule didn't say that there was that exception.
So
Right.
anyway, I don't want to get too far into the whole medical issue, but yes,
to act as pilot in command, you need.
everything.
You need the endorsements, you need the medical, you need all that stuff.
So, I think that that, you know, if you, if you can't fly the airplane on your
own with friends in the back seat, you're also not qualified to be the acting P.
I.
C.
That isn't to say that you can't be the safety pilot.
But, we've covered a couple scenarios here with, insurance and endorsements and
all that kind of stuff that you should be aware of, and you should also agree before
the flight who the PIC is going to be so that there's no ambiguity there at all.
You need to know who is in command of that flight.
Right.
so, all that said, Let's say you are the acting PIC safety pilot.
Now we're coming down here to 6151E13 when the pilot, except for
sport and recreational, acts as pilot in command of an aircraft.
And I'm going to skip over the multi pilot aircraft.
One's, section of this here, an aircraft under which, or for which more than one
pilot is required under the regulations under which the flight is conducted.
So, there is a regulation, I can't remember the number right now.
offhand, but there is a regulation that requires a safety pilot when
you're wearing a view limiting device.
I'll put it up on the screen right
that is the regulation under which the pilot is, or under
which the flight is conducted.
So let's drop down real quick to 6151F, logging of second in command flight time.
right.
That's just what I was going to ask.
Because if you're the safety pilot and you cannot be the acting PIC,
you may still log the time, it will just be second in command time.
So, 6151 F1 is talking about multi pilot aircraft.
6151 F2 is the pertinent regulation here.
So, starting up at the main text here, a person may log second in
command time Um, only for that flight time during which the person holds
the appropriate category, class, and instrument rating if an instrument
rating is required for the flight.
If it's in VMC, it doesn't require an instrument rating, right?
For the aircraft being flown and more than one pilot is required
under the type certification of the aircraft or the regulations under
which the flight is being conducted.
So again, There is that regulation saying that you need the safety pilot.
So that is the regulations under which the flight is being conducted.
And again, here you see this word or before the last subsection, you
know, so at the end of number two, it says, or which means you only
need to check one of these three.
If any of those three are true, you're good.
So
cool.
Very
cool.
Yeah.
Oh, I do want to suggest one more thing.
I talked about an extra column for seat time.
I also have put in an extra column now for acting pilot in command time.
And the only reason for that is there are certain airlines who Disagree with the
FAA on what should be locked as PIC, but they are not the FAA, so I'm going to log
in my logbook what the FAA says to do.
But, I have seen instructions on airline applications that say, for pilot and
command time, we want you to fill out Only the time where you were the
acting pilot in command of the flight.
So I have also added an acting PIC column.
Have you gone back and?
Filled it all out for pre your previous career.
Yep, I
have.
It actually wasn't that hard.
Well, so what I did is, I went through the aircraft that are in my logbook.
And some aircraft, I know I was never the acting pilot in command.
And some, you always were.
friends who let me fly their planes and stuff like that, but they were
always with me and that sort of stuff.
there are some, aircraft for which I knew I was always the acting pilot in command.
And then there were, you know, some aircraft where it
could have been either or, so.
I just automated the whole process and said, okay, we'll do a V look
up here and check the tail number against the list here and just
check on whether that aircraft was an always a never or a sometimes.
And,
um,
interesting.
And tell me how you've done that in, in your four flight log
book, your electronic log book,
so ForeFlight lets you put in, um, custom columns.
Let me actually, uh, go to
ForeFlight
logbook here.
All right.
So under settings,
You can see here, all of these ones at the top with checkboxes are columns
that ForeFlight includes, and you can decide whether to display them or not.
So you can see, for example, I don't have the night vision goggles checked,
because I have never flown with night vision goggles, and probably won't.
Um, yeah, sounds like it'd be kind of cool,
right?
that sounds pretty fun to
me.
Yeah, so you can see down at the bottom here, I have four custom fields.
and then there's this little new field link, that you can click
and just create a new field.
Let's do that for the heck of it because I want to pull up the types you can do.
You can do text, numeric, hours, counter, date, date and time, or toggle.
So you can have just a Um, so those are the options for your, your custom
field types, but you can have, as far as I know, they don't have a
limit on the number of custom fields.
but I would check on that if you're going to do
A ton of
them, uh, because there may be a limit.
That would be hard to manage anyway.
So I would stay away from that if you can.
yeah, yeah.
And one of the things that I did notice is when you have a custom field, you know,
in ForeFlight, they always put the button.
Once you fill in the total time, a lot of the other ones will have a little
button that appears that says, use 1.
5 or whatever you put in for the total time.
The custom fields don't get that.
So you do end up having to manually key it every time.
Yeah.
I was thinking you could almost make that column that when you were
just talking about a toggle field.
And if you ever had to, if you ever had to add up your total PIC where
you were acting PIC, you could just look up the total duration of the
flights where that was toggled on.
yeah.
you could, you could
And let me show you how this looks too.
Build my experience report here those custom fields.
It does by aircraft type So this is for flight standard experience report And
when you have the custom fields if you come down here to the bottom It shows
each type of flying that I have in You know acting PIC part 135 and seat
hours are all done by aircraft type.
there is the totals at the bottom here.
Very cool.
but yeah, that's what that looks like.
Excellent.
Well, Kent, any other, um, last things you wanted to say about this vast topic?
I think we have pretty well beat that one to death.
Um, like I said, there are a bunch of little tiny exceptions and
asterisks and stuff like that, that you can get into on this.
And so, you know, Please don't automatically go and start logging
everything as PIC just because you heard two random guys on a podcast tell you to.
Make sure that you can actually back that up by reading the regulations
that we've pointed you to, reading interpretations, and you know what?
If you have a question, by all means send it in and we'd love to answer it.
We, we like to do the research to call us crazy.
Yes, we are that kind of crazy and please, FAA, don't take our medicals away.
Heh heh heh heh heh heh.
Excellent.
Well, Kent, this, this was an awesome topic.
Certainly needed.
I know that there's always a lot of confusion about this.
And a lot of this discussion helps me personally to wrap my head around
some of these scenarios that pop up.
When you get a lot more experience in your career, things are going to pop up.
That you're thinking, Hmm, haven't seen this before.
And so these are the types of things, especially showing people
how to go find the regs to find the interpretations and kind of make
their decisions based on those.
So appreciate this great topic, great coverage of the topic.
You never cease to amaze me on the depth of, of knowledge that
you have on some of these things.
So thank you very much.
This was cool.
Yeah, this was fun.
It's always, uh, always fun to geek out about this stuff.
All right, Kent.
So we'll see you next time on, on beyond the check ride.
Thanks again.
Alright, we'll see ya.
Okay, everyone.
I hope you liked that topic as usual.
And like I said before, As usual.
And like I said before, we'd love to get feedback, comments,
your own stories, all of it.
So reach out to us.
Logging is obviously a big topic.
We didn't even cover it nearly comprehensively.
And it took us over an hour.
There is a lot of nuance and a lot of detail, but hopefully we covered
the basics and the common scenarios that people get tripped up on.
More importantly, Kent showed you how to figure it out for yourself, by diving
into the rags and the interpretations.
And so on.
So, I guess it's time to get out there.
And lug some more time.