Flying with a Safety Pilot

Unless you decide to train for an instrument rating after getting your
private pilot certificate, simulated instrument practice often falls by the
wayside, along with ground reference maneuvers and steep turns. Even if you
aren¹t interested in getting an instrument rating, hood work can still be
part of your routine if you fly with an instructor or a safety pilot. Sooner
or later, you may be asked to act as safety pilot for a friend or you may
undertake instrument training yourself. So what¹s involved in being a safety
pilot?

14 CFR 91.109 says a safety pilot is required for simulated instrument
flight and that the safety pilot must have at least a private pilot
certificate, along with the type and category ratings appropriate to the
aircraft being used. Since a safety pilot is a required crewmember, they
must have a current medical certificate (14 CFR 61.51) and meet all the
other pilot-in-command currency requirements. Other than requiring the
safety pilot to have adequate forward vision, remarkably little else is said
in the regulations. Before getting into the plane, both pilot and safety
pilot need to agree on procedures, expectations, and duties.

The Pilot Flying and the Safety Pilot should discuss the route, the purpose
of the flight, and the weather conditions. If the plan is to fly to another
airport, the Pilot Flying should provide a copy of their navigation log for
the Safety Pilot and discuss the route of flight.

Next, be sure you both agree on a method for positively transferring control
of the aircraft. The standard method is:

Safety Pilot: ³I have the controls.²

Pilot: ³You have the controls.²

Safety Pilot: ³I have the controls.²

When the Pilot Flying is under the hood, the Safety Pilot must ensure that
the aircraft maintains a minimum safe altitude, has adequate traffic
separation, and that appropriate VFR cloud clearance and visibility are
maintained. Should any of these factors become an issue, the Safety Pilot
must give instructions to the Pilot Flying or assume control of the
aircraft. As safety pilot, you might say ³turn left 20 degrees for traffic²
or ³descend to 4500 feet for VFR cloud clearance.² If you have given
directions to the Pilot Flying, be sure they comply in a timely manner. Keep
your VFR sectional handy so you can maintain situational awareness and do
not hesitate to assume control of the aircraft if a potentially dangerous
situation is unfolding.

Some pilots prefer that one person handle radio communications, while others
prefer that the Safety Pilot reply to any traffic advisories. Whatever
arrangement you choose, agree on it before beginning the flight. The Safety
Pilot should still use standard phraseology for reporting traffic to the
Pilot Flying. When you¹re issued a traffic advisory, either tell the Pilot
Flying ³traffic in sight² or ³negative contact.² By using standard
phraseology, the Pilot Flying only has to repeat your phrase to the
controller.

Pilots flying under simulated instrument conditions experience a big
increase in workload. While the Safety Pilot may be enjoying a wonderful
sunset, the Pilot Flying is probably juggling a variety of tasks, so keep
your communications clear, simple, and brief. If you see another plane in
the vicinity, for example, but you¹re certain it won¹t be a factor, don¹t
bother telling the Pilot Flying. And avoid launching into your latest
fishing story just as the Pilot Flying is about to enter a holding pattern
or begin a practice approach.

When you¹re under the hood, don¹t surprise the Safety Pilot with unannounced
turns, climbs or descents. Inform them well before you begin a maneuver so
they can determine that it¹s safe to continue. Before entering a holding
pattern, you might say: ³I¹ll be turning 180 degrees to the right in 15
seconds, please clear on the right.² This gives the safety pilot time to
look for other aircraft before telling you ³clear on the right.²

If you plan to practice instrument approaches, brief the approach out loud
so the Safety Pilot will know to expect a holding pattern or course
reversal. Be sure to clearly discuss the minimum descent altitudes, the
location of the missed approach point, and the missed approach procedures
before you begin an approach. The safety pilot must know the minimum
altitude for each phase of the approach.

If you are the Safety Pilot, don¹t get distracted by the instrument
procedure being practiced! Your job is to keep your head on a swivel and be
alert for traffic. If the Pilot Flying is wearing a hood that obstructs your
view, don¹t be bashful about moving around in your seat to get a better
view.

The last question that always comes up for simulated instrument flying is:
³How do you log the time?² According to AOPA, the Safety Pilot may log the
time as Pilot-In-Command because more than one pilot is required (14 CFR
61.51) and they are a required crew member. The Safety Pilot cannot log
instrument time or any approaches because they were not flying by reference
to instruments.

The Pilot Flying may log the time as PIC because they were the sole
manipulator of the controls (14 CFR 61.51) The Pilot Flying can also log the
time spent under the hood as simulated instrument time and may log all
approaches and landings. After the flight, be sure to sign one another¹s
logbook entries and provide your certificate number.