I have on many occasions had discussions with flight instructors on issues concerning logging of time. I would like to go over a few of these issues. Some of them are misconceptions, while others are simply confusion about how a particular logbook entry should be made. I should also add that I claim no great expertise in these matters, but I did serve as chief flight instructor of a flight school for a number of years, and researched these questions as they arose. In many cases I relied heavily on the Part 61 FAQ file created by John Lynch. For a long time this file was available on the FAA’s website. It was recently removed from the site, but a number of us still have copies of the file squirreled away for reference.
I emphasize that in no way do I consider myself an expert on logbook entries, but I do get a lot of questions about these issues. Trying to research and find the right answers has led to the following recommendations I give to pilots and instructors.
References
- John D. Lynch Part 61 FAQ file
- AOPA Flight Training, columns by John and Kathy Yodice
Logging Landings for Currency
One of the most common misconceptions is that because an instructor may log flight time when giving dual instruction, by extension that instructor may also log the student’s landings as their own landings in order to satisfy currency requirements. In a nutshell – no way. John Lynch is very clear about this. An instructor may not maintain/attain the FAR 61.57 recent experience for takeoffs and landings while monitoring and critiquing takeoffs and landings performed by another pilot/student. Jackson and Brennan also concur on this – a CFI cannot log student landings to meet the FAR 61.57 recent experience criteria.
Logging IMC Time
Only the pilot can determine if the aircraft is in actual instrument conditions. But a quick and easy answer, according to John Lynch, is that if the weather is below the VFR minimums listed in FAR 91.155 and the pilot is flying solely by reference to instruments, the time may be logged as instrument flight under actual instrument conditions.
When flying solely by reference to instruments in VMC conditions, such as a dark night over a landscape with few visible lights or over an overcast with no visible horizon, it should be logged as simulated instrument conditions. However this brings up the interesting question of whether a safety pilot must be in the other seat when flying solely by reference to instruments in VMC conditions such as listed above. John Lynch is not completely clear on this.
An appropriately rated flight instructor (CFII) may log as actual instrument time the time spent giving flight instruction in IMC conditions.
A pilot working on an instrument rating may log the time spent in actual IMC conditions when receiving training from a CFII as PIC if the pilot is rated for the airplane. Note, there is a difference between logging time as PIC and serving as PIC on the flight. The person who is sole manipulator of the controls may log the time as PIC. However that is not the same as serving as PIC on the flight. The later, the CFII in this case, is serving as PIC on the flight and as such has full responsibility for the safety and legality of the flight.
Logging Approaches
A CFII may log approaches that a student flies when those approaches are conducted in actual instrument flight conditions. John Lynch is slightly unclear on this, but he seems to imply that in order to log an approach in actual instrument conditions, it should be flown to either DH or MDA. However he doesn’t say that the entire approach, down to DH or MDA, must be conducted in IMC. But he is very clear that to fly to the FAF and then break it off does not qualify as an approach flown in actual instrument conditions. Jackson and Brennan concur on this, but further specify that it may be necessary to abandon the approach for safety reasons.
Logging Time in an FTD
Instruction received in an authorized FTD (Flight Training Device) such as Frasca or an Elite RC1 ATD from a CFII may be logged as dual received and FTD (or simulator) time. It does not count towards flight time. The logbook entry must contain the type and identification of the device and its location. Instructors should make a corroborative entry in their logbook, for FTD time and dual instruction given. The 8710 form contains space for FTD time under both the instrument column and the dual received column.
If a FTD is approved for 2.5 hours toward the Private Pilot License, the device may not be used to meet the requirements for three hours of hood time. This time specifically must be accomplished in an airplane. FAR 61.109(a) specifies 12 hours of instruction that must be conducted in an airplane – 3 hours night, 3 hours cross-country, 3 hours hood work, and 3 hours in preparation for the practical test. However the 2.5 hours in an FTD may be used to meet the remaining non-specified (minimum) 8 hours of dual instruction.
Logging Night Flight
According to the John Lynch, logging of night flight should be made in accordance with Part 1 definitions, which is from the end of evening civil twilight to the start of morning civil twilight. This is approximately from ½ hour after sunset to ½ hour before sunrise. Note, this definition does not serve for the purpose of meeting night currency. That is still from one hour after sunset until one hour before sunrise. So basically FAA has three definitions of night.
- Sunset to sunrise – aircraft position lights must be on
- ½ hour after sunset to ½ hour before sunrise – may be logged as night flight
- 1 hour after sunset to 1 hour before sunrise – may be used for landings to attain/maintain currency to carry passengers at night.
