So if someone read the regulation, and had at least a marginal ability with reading comprehension when it comes to interpreting what the regulations state, and what has been shown to be current practice at most companies such as ASA, and Expressjet, where does this 250 hour PIC signing for the airplane argument stand? In the winners circle with Timmy & Jimmy from South Park?
Originally Posted by
skybob
Just curious, as an SIC at a 121 carrier, how would you perform the duties of the PIC? PIC in this case is not manipulator of controls, it is exerting final authority for flight. How do you act as PIC in this case? Can you overide the CA? Also, don't most FOM's say that the Captain cannot delegate his PIC responsibilities to anyone else. I know ours does. For example, It is the duty of the PIC to sign the release, can you do this as an SIC? Can you sign the aircraft acceptance check? Can you demand more fuel from dx on your own authority? What PIC duties exactly are you performing with supervision?
Skybob, I would like you, in your own words, if you have the time, you probably do since you probably think you made such a clever post, to explain this excerpt. Specifically the italicized, bolded and underlined portion, and how the FAA allows the SIC to perform the duties of pilot in command while the PIC supervises as it relates to your witty post. No minimum, or maximum word requirement. No time limit.
250 hours of flight time in an airplane as a pilot in command, or as second in command performing the duties of pilot in command while under the supervision of a pilot in command, or any combination thereof,
After you complete that, same instructions, but for this excerpt taken from 61.55(2)(ii):
Engine-out procedures and maneuvering with an engine out while executing the duties of pilot in command
Ready, set, go!