deadstick35

The FAA doesn't care that the company rules are more restrictive. It's a part 91 single pilot aircraft.

Under 135 pax operstions, an SIC is required (135.101). HOWEVER, if Opspec A015 (IAW 135.105) is issued and includes the aircraft m/m/s and the installed autpilot is listed, and...
the PIC has a current 135.297(g), and...
the autopilot is operable, then the autopilot may be used in lieu of the SIC.

If the AP is inop, if you conduct eligible on-demand ops (135.4), or if you put 10 pax seats (135.99) in there, an SIC is required. So, who is an SIC? Is there an approved SIC training/checking program for the company? Is there a operable CVR (135.151)?

There are some operations, IAW specific regs or opspecs, that require SIC. The others do not. The more restrictive contents that the company adds to an "FAA accepted" manual does not legitimize th SIC time.


Sorry if this is jumbled. I hate typing on the phone.

rickair7777

Regulation in this context means "US Federal Government Law, Regulation, or Policy".

Any reasonable person (or lawyer) would not attribute regulatory authority to a private company, entity, or person. So company policy, insurance requirements, owner's preference don't qualify. Since the fed holds (and jealously guards) regulatory authority over aviation, I'm highly certain that state/municipal regulations would not qualify either (ie a cop flying right seat observer/relief pilot in a 172 as required by police air ops policy can't log SIC either).

rickair7777

Duplicate post.

PT6flyer

I logged about 200 hours in single pilot citation. I was SIC typed with 3 takes off and landings and the book stuff with the PIC. The way I got around it for legal or non-legal, we didn't wear head seats and just used speaker and hand mic. For a pilot to be legal single pilot they must use a head set on, and if they didn't 2 pilot is required. Not sure if the king air is the same or not.

rickair7777

Used to be common to do this sort of work around on airplanes which were typed for one or two pilot ops. The recent faa legal interpretation implies a stricter view on that, ie you probably something on the MEL deferred.

AvgJoe

Deadstick35 and Rickair7777,
Really appreciate for your posts. Validated my original thoughts and the references, FAA letter, and explanations you provided really clarified the regulations for me.
Fly safe,
AvgJoe

kansas

I had a very similar issue. Part 91 King Airs, flown by single-pilot typed folks (including myself), but often with someone else there due to policy (international/oceanic), or training.

As you can see the regs and interpretations can be mind-boggling. Many in my department whom I also highly respected logged everything...but many of those don't have any plans to ever be in an airline interview.

Knowing the logbook scrutiny that was (hopefully) in my future, I only logged the time which I flew. About half. Yes, that meant I only logged 150 hours per year, but I preferred to explain that in an interview versus explaining time that didn't quite "smell right" to a future interviewer.

Know exactly why you log what you do and the regs that back you up, and you'll be fine. Best of luck.

AvgJoe

Gentleman,
King Air performance question from a jet pilot recently turned turboprop pilot:
When engine torques differ by 5-10% at max ITT settings, is aircraft/ engine performance optimized by matching ITT and accepting torque splits or visa versa.
In the regimes that I operate, the engines usually reach ITT limits before torque limits.
Specifically asking in relation to cruise climb / descent, and maximum range profiles.
My gut tells me that maxing ITT's on both engines gives me the max total torque achievable but at the expense of slightly unbalanced flight and that's what rudder trim is for.

I always match torque during takeoff, approach, and land.
Any holes in these presumptions?
V/r,
AvgJoe

deadstick35

You might have more total tq, but I'm betting the drag is greater since you're compansating by sticking more rudder in the wind. You shouldn't have that big of a split in the first place. I beleive you need to have maintenance look at the trim sticks and thermocouples.

USMCFLYR

I have been using whichever max (-) I can get closest to and then balancing the torques.