RULES & REGS


How well set up is the cockpit for dual-control?


and navigation instruments to ensure exceedences do not occur.” The second possible meaning of ‘safety


pilot’ in the UK that might be in use within a few syndicates came in relatively recently, and so isn’t at the front of everyone’s mind when ‘safety pilots’ are mentioned; it involves a UK modification of the standard ’90-day passenger’ rule, and only applies to non-EASA aircraft and licences. Normally, a pilot needing to gain extra


take-offs and landings in the class or type to take passengers would either ‘top them up’ to the three of each needed while flying alone or under dual training with an instructor. This recent UK-only amendment to national regulations was introduced to help pilots who would normally would not meet the 90-day passenger rule to legally make the flight with another (non- instructor) pilot alongside. The so-called ‘safety pilot’ is one fully qualified to fly the aircraft themselves, but in this case, is not expected or authorised to take over control. There is no logging capacity for the ‘safety pilot’ in this case (other than a supernumerary record similar to a passenger flight, where times do not count into totals). The third type of ‘safety pilot’ exists because of the ‘OSL’ restriction added to another pilot’s medical, banning flight without another pilot. This is not an everyday common restriction and many


18 CLUED UP Summer 2018


pilots won’t know it exists at all — which is where the danger lies, namely confusion with other roles colloquially known as ‘safety pilots’, should someone be asked to act as one. An Operational Safety Pilot is very


different role to the other two cases because the safety pilot must take control of the aircraft if medical circumstances require it. The UK CAA definition of a ‘safety pilot’ when it comes to the medical restriction is: “A safety pilot is a pilot who is current and qualified to act as Pilot In Command (PIC) on the class/type of aeroplane and carried on board the aeroplane for the purpose of taking over control should the person acting as the PIC become incapacitated.” Clearly the safety pilot has to briefed


by the holder of the restricted medical of possible complications that could arise due to the condition, how to recognise any issues in good time, and the problems if control isn’t passed to the safety pilot at the appropriate time. The concept of ‘Threat & Error Management’ analysis prior to a


There are, though, many points the ‘safety pilot’ needs to consider.


flight is clearly in play here, with relevant discussions on what should be a remote threat of the pilot with the ‘OSL’ restriction being unable to continue to fly or land the aircraft safely. Before even discussing the flight there


are cockpit layout and licensing issues to consider; the aircraft must have dual controls, with each pilot ready to use their own set (similar to ab-intio training with an instructor) and the second pilot must be fully qualified, current and insured to fly the aircraft in the airspace, weather conditions, and all other relevant licensing aspects (e.g. IMC or Night, Differences Training, etc.). Basically, if, in theory, the ‘safety pilot’ could not make the whole flight as pilot in command with the other pilot as a passenger, he or she could not act as a ‘safety pilot’ for another pilot operating under the ‘OSL’ rules. There are, though, many points the


‘safety pilot’ needs to consider. Although ‘OSL’ restrictions are not common, it can be on a medical certificate for so many different reasons it’s impossible to cover each in detail in a simple article. Safety Pilots need to understand their personal role and responsibilities, but also enough about how symptoms of the pilot’s problem present themselves, requiring roles to switch. The pilot with the restriction should


show the medical certificate as part of the briefing to ensure there’s no doubt as to


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