What Is a Safety Pilot and When Do You Need One?

Safety pilot regulations have gotten complicated with all the interpretations and forum debates flying around. As someone who has logged hundreds of hours both as the flying pilot under the hood and as the safety pilot, I learned everything there is to know about how this arrangement actually works. Today, I will share it all with you.

Quick Answer: A safety pilot is a rated pilot occupying a control seat who maintains visual lookout while another pilot flies under simulated instrument conditions. The safety pilot must hold at least a private pilot certificate with appropriate category/class ratings. Both pilots can log flight time – the flying pilot logs actual flying time, and the safety pilot can log PIC if acting as PIC. Required when practicing under the hood per FAR 91.109(b).

Legal Requirements for Safety Pilots

FAR 91.109(b) requires a safety pilot when operating under simulated instrument conditions. Probably should have led with this, honestly – this is the reg that makes the whole arrangement legal. The safety pilot must hold at least a private pilot certificate with category and class ratings appropriate to the aircraft. If the aircraft requires a type rating, the safety pilot needs that too.

The safety pilot must occupy a control seat with adequate vision forward and to each side – typically the right front seat in single-engine aircraft. The aircraft must have dual controls. The safety pilots primary duty is maintaining visual separation from other traffic. Everything else is secondary.

Who is Pilot in Command?

Either pilot can act as PIC depending on the agreement – and this is where it gets interesting. If the flying pilot (under the hood) is rated and current in the aircraft, they can act as PIC with the safety pilot serving as a required crewmember. Alternatively, the safety pilot can act as PIC if they meet all PIC requirements.

Im apparently a stickler for briefing this before every flight. Ive seen pilots get confused about who was legally PIC when something went wrong. Clear communication before startup prevents arguments later.

Logging Flight Time

The flying pilot (under the hood) always logs the time theyre manipulating the controls. They log this as simulated instrument time. If acting as PIC, they log it as PIC time. If not acting as PIC, they still log it because theyre the sole manipulator of the controls.

The safety pilot can log PIC time only if theyre acting as PIC. Thats what makes this arrangement appealing to many pilots – both people can potentially log PIC time on the same flight, though only one is actually acting as PIC at any moment.

Typical Safety Pilot Missions

Most safety pilot flights involve practicing instrument approaches, holds, and unusual attitudes. Pilots building IFR currency need six approaches, holding procedures, and intercepting courses within the preceding six months per FAR 61.57(c). A safety pilot enables this practice without paying instructor rates.

My regular safety pilot partner and I split costs 50/50 and alternate who flies under the hood. We both stay current, both build time, and both save money. Win-win-win.

Communication and Procedures

Before flight, establish who is acting as PIC and how costs will be split. Discuss the plan – which approaches, how long, weather minimums. Agree on procedures for transferring control. Standard phraseology: “You have the controls” followed by “I have the controls.” Establish that the safety pilot will call out traffic and take control if necessary.

During flight, the safety pilot scans for traffic continuously. Call out traffic using clock positions: “Traffic, 2 oclock, 500 feet below.” Monitor altitude and airspeed. Dont let the flying pilot enter actual IMC unintentionally. This happens more than youd think on marginal VFR days.

Insurance Considerations

Verify your aircraft insurance allows safety pilot operations. Some policies require all pilots to be named or meet specific experience requirements. The PIC designation affects coverage. Review both pilots medical certificates and flight reviews to ensure compliance.

An accident with regulatory non-compliance voids insurance coverage and creates legal liability. Not worth saving a few bucks on insurance premiums.

Common Mistakes to Avoid

Dont allow the flying pilot to remain under the hood in marginal VFR conditions. If visibility drops or clouds appear, terminate the hood work immediately. Never practice approaches in actual IMC using a safety pilot – that requires an IFR clearance and instrument rating.

Avoid distractions like using your phone. The safety pilots primary job is seeing and avoiding traffic. Ive watched safety pilots get absorbed in their phones while traffic flew uncomfortably close. Dont be that person.

Finding Safety Pilots

Local flying clubs and flight schools connect pilots seeking safety pilots. Online forums have safety pilot sections. Many airports have bulletin boards. When finding a new safety pilot, fly with them initially as a familiarization flight. Assess their proficiency and communication skills before beginning hood work.

Regular safety pilot partnerships develop trust and efficiency. Find someone whose schedule matches yours, whose flying style complements yours, and whose commitment to safety matches yours. Those partnerships can last for years.