The addresses were visible at the FAA query before, but were hidden for data protection reasons.
AviationDB may have pulled all data before the FAA enabled the filtering.
Peter wrote:
No reason why an FI should need a medical if he’s not a PIC.
This doesn’t make sense. In such setup FI can’t legally take PIC role during instructing flight.
Emir wrote:
This doesn’t make sense. In such setup FI can’t legally take PIC role during instructing flight.
True, but unless the pilot Acting as PIC is incapacitated, there is no need for the CFI to be the pilot acting as PIC, and even then it would be based on emergency authority. The pilot acting as PIC is fixed for the flight, but this does not mean that the pilot acting as PIC is always the one at the controls or that the Instructor can’t take over if needed on the controls. What is required is that the pilot acting as PIC is responsible for the safety of the flight and is legally authorized to act as PIC. So, I seriously doubt that during the flight an upset occurs, the instructor says “My Airplane”, the acting PIC says “No”, but they can.
This is from the FAA pilot registry: https://www.faa.gov/licenses_certificates/airmen_certification/change_releasability/
You can cause your address to be removed or added. The basic search only requires a last name, but you can limit the search by adding a partial first name or middle name. See https://amsrvs.registry.faa.gov/airmeninquiry/Main.aspx
A CFII can perform an IPC, but must have a medical to be the safety pilot. In the US, there is an exception, the CFII may act a safety pilot without a medical under Basic Med as long as they can act as PIC for the flight. I have Basic Med and to give an IPC or be a safety pilot, I must act as PIC for the flight.
@ncyankee can a CFII who is out of instrument currency do an IPC for a pilot who is legally PIC on that flight (e.g. has a European instrument rating, or the flight is in VMC)?
Here are the relevant regulation excerpts:
91.109 Flight instruction; Simulated instrument flight and certain flight tests.
…
(c) No person may operate a civil aircraft in simulated instrument flight unless—
(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.
§61.3 Requirement for certificates, ratings, and authorizations.
(a) Required pilot certificate for operating a civil aircraft of the United States. No person may serve as a required pilot flight crewmember of a civil aircraft of the United States, unless that person:
…
(c) Medical certificate. (1) A person may serve as a required pilot flight crewmember of an aircraft only if that person holds the appropriate medical certificate issued under part 67 of this chapter, or other documentation acceptable to the FAA, that is in that person’s physical possession or readily accessible in the aircraft.
§61.57 Recent flight experience: Pilot in command.
…
(c) Instrument experience. Except as provided in paragraph (e) of this section, a person may act as pilot in command under IFR or weather conditions less than the minimums prescribed for VFR only if:
(1) Use of an airplane, powered-lift, helicopter, or airship for maintaining instrument experience. Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in an airplane, powered-lift, helicopter, or airship, as appropriate, for the instrument rating privileges to be maintained in actual weather conditions, or under simulated conditions using a view-limiting device that involves having performed the following—
(i) Six instrument approaches.
(ii) Holding procedures and tasks.
(iii) Intercepting and tracking courses through the use of navigational electronic systems.
So 61.57(c) does not allow the CFII to “act as PIC” when operating under IFR or weather that is below VFR conditions unless they are current. In your question, the instructor is not acting as PIC, so they do not need to be current IAW 61.57(c). 61.3(c) dictates that a required crew member have a medical. 91.109(c) says that if a pilot is operating under simulated instrument conditions, a safety pilot is required and the safety pilot must be rated in the aircraft. It does not require the safety pilot act as PIC or that the safety pilot be current.
So, in your scenario, the pilot receiving the IPC is already current and acting as PIC for the flight. The instructor must be rated in the aircraft and needs a medical in order for the PIC to be under the hood. There isn’t a requirement for the instructor to be IFR current. If the instructor were to be acting as PIC, then in addition to the medical, they would need to be current under IFR if they operated under IFR, but not if they operated under VFR.
Brilliantly clear reply – many thanks. Very useful too.
So a CFII can do an IPC with a Class 3 medical and CFI-only currency, where required to act as PIC, so long as the flight itself is under VFR.
Yes, most IPC are accomplished under VFR which requires conditions are VMC. Some tasks would be difficult to accomplish in IMC or operating under IFR.
The problem with AviationDB is that it doesn’t seem to be 100% accurate – I’m listed as a “PILOT/COMMERCIAL – AIRPLANE SINGLE ENGINE LAND” which I’m definitely not.
Peter wrote:
can a CFII who is out of instrument currency do an IPC for a pilot who is legally PIC on that flight (e.g. has a European instrument rating, or the flight is in VMC)?
The pilot-in-command recent experience requirement in 14 CFR 61.57 only applies to authority derived from a US pilot certificate rather than a US flight instructor certificate. To the extent that the flight instructor certificate holder either does not act as the pilot-in-command, or authority to so act is derived from a foreign flight crew licence, the rule is inapplicable. Similarly the requirement made at 61.3(c) for a US medical certificate or substitute as prescribed in that rule would be inapplicable.
The requirement at 14 CFR 91.109(c) on the carriage of a safety pilot in simulated instrument flight applies only in the US and within 12 nautical miles of its coast, and elsewhere to US-registered civil aircraft when not inconsistent with applicable foreign regulations or, while over the high seas, ICAO Annex 2. See post #36 in another thread Consequently the safety pilot’s highest level of licence could be sub-ICAO, eg LAPL or NPPL, and the medical certificate need not be a US one.
