bigsuitcase

Hello folks.

Scenario - Part 91, international operations, turbojet requiring two pilots.

FAR 61.58 says the PIC must have a PC within preceding 12 "calendar" months in something requiring a type rating or jet, and a PC within preceding 24 calendar months in type.

So, my first question is what is the FAA definition of "calendar" month?

If I took my PIC PC on June 15 2012, am I due June 15 2013? Or do I have till the last day of June? Everything I have read elsewhere indicates it is good till the end of the month, and not to the day.

Second issue:

61.58 also states "(i) If a pilot takes the pilot-in-command proficiency check required by this section in the calendar month before or the calendar month after the month in which it is due, the pilot is considered to have taken it in the month in which it was due for the purpose of computing when the next pilot-in-command proficiency check is due."

This makes no sense to me in the case where you take the PC in the month AFTER it was due. In my example (June 2012 PC), if I waited till July 2013 to take my PC, then I should get until end of July 2014 currency, shouldn't I? Why would my PC only be good till June of 2014? What if I took the PC in August of 2013? That should be good till August 2014, right?

Third question:

FAA Medical certificates. I have "heard" but not seen any documentation that states that BOTH pilots in an international operation (certain countries in Europe) Part 91 must have First Class Medicals. Also, what if you have a First Class, but you are in your Second Class privileges period of time? Does Europe care about the time period or just what type Medical it says on your Certificate?

AFAIK, a Part 91 operation where you have two contract pilots (Commercial) as PIC and SIC, they should only need Second Class Medicals, correct?

As far as SIC training requirements, all I can find is the 12 month requirement to be familiar with the aircraft and have 3 takeoffs and landings.

undflyboy06

In relation to a calendar month, it is the last day of the month. If your PC was done on June 15, 2012, 12 calendar months is June 30, 2013.

The information that concerns you for your second question relates to "Grace Period". The FAR's allows a PIC to get their proficiency check done the month before, or the month after and still be legal. If your Checkride was done in June, you are allowed to have your proficiency check done in May, June, or July and be legal to fly. So, if you go throughout June and fail to get your PC done, you are legal until the end of July, but get it done in July.

Twin Wasp

In regards to your second issue, you have a "base month." The FAA allows you ~90 days to get your checkride done. If you kept resetting your base month every time you took your check you could end up at the end of 13 years only haven taken 12 checkrides. That's not what the FAA intended. And the folks who took their check a month early would be howling because under the same logic they would have taken 13 checks in 12 years.

bigsuitcase

Thanks so much guys, that clarified stuff very well.

Checked in

Here's one,,, can recurrent training and check at a EASA sim center be used for the 61.58 PIC check ?

Vital Signs

From NBAA.

Medical Certification Issues For International Flights

July 24, 2008

Do I need a First Class Medical to Fly Internationally?
Many States have different requirements from those of the U.S. when it comes to medical certificates. According to ICAO Annex 1 – Personnel Licensing, holders of commercial pilot licenses and airline transport licenses are required to hold a class 1 medical. These requirements are not based on the type of operation, private or commercial, but on the certificate held by the pilot making the flight. Although the FAA allows commercial pilots to hold second class medicals, the ICAO naming structure for the various classes of medicals does not fit with that of the U.S. Under the ICAO definition, a second class medical applies only to holders of private pilot licenses.

As a result, when conducting international flights, it is recommended that pilots (including those serving as Second-In-Command) carry a current FAA first class medical certificate. For pilots under age 40 at the time of examination, FAA first class medical certificates expire at the end of the last day of the 12th month following the examination date shown on the certificate. For pilots over age 40 at the time of examination, FAA first class medical certificates expire at the end of the last day of the 6th month following examination. For pilots over 40, inspectors may well conclude that the FAA first class medical is invalid if the date of the medical examination was more than six months prior to the date when the ramp inspection is made. This means, that any time after 6 months (to the day), an FAA first class Medical Certificate may be interpreted as no longer meeting ICAO Standards and Recommended Practices (SARPS).

While the standards for FAA first and second class medicals are similar to those of an ICAO first class medical assessment, the differing classification structure and standards have historically caused confusion. In most States, outside of the U.S. and Canada, it is easier to simply carry a valid first class medical rather than trying to explain to a foreign inspector that a FAA second class medical equals an ICAO class 1 medical. Should your argument be less than convincing you may have to either get a current first class from an FAA Certified AME or bring in a pilot with current first class medical to remove your aircraft.

Vital Signs

From the FAA

Background: On occasion, U.S. commercial operator flightcrews have been detained during ramp checks conducted by a foreign civil aviation authority for not meeting certain international certification standards. In 2007, for example, French civil aviation authorities conducting a ramp check on a U.S. commercial flight scheduled to operate from Paris, France to a U.S. destination, found that the U.S. SIC pilot held a second-class medical certificate. The International Civil Aviation Organization (ICAO) and French standards specify that an SIC must hold a first-class medical certificate in this case. The passenger flight was permitted to depart after another SIC with a first-class medical certificate was located. For comparison:
U.S. Regulations. In domestic operations with two pilot crews, 14 CFR part 61, § 61.23(a) (2) requires the SIC to hold a second-class medical certificate while exercising commercial pilot privileges. However, in flag and supplemental operations, 14 CFR part 121, § 121.437 requires a SIC to hold an airline transport pilot certificate when assigned to crews of three or more pilots. In this case, § 61.23(a) (1) requires the SIC to hold a first-class medical certificate.
Foreign Regulations. U.S. pilots flying in foreign airspace are required to meet the licensing requirements of the respective country. Many countries specifically require compliance with ICAO licensing standards which specify that a SIC must hold a first-class medical certificate for international air transportation. If a U.S. SIC fails to meet licensing requirements, aviation authorities of the foreign country could take action against both the individual and the operator.

Twin Wasp

(d) The pilot-in-command proficiency check required by paragraph (a) of this section may be accomplished by satisfactory completion of one of the following:
61.58 (d) lists the ways to comply with the requirement. The first one is -

(1) A pilot-in-command proficiency check conducted by a person authorized by the Administrator, consisting of the aeronautical knowledge areas, areas of operations, and tasks required for a type rating, in an aircraft that is type certificated for more than one pilot flight crewmember or is turbojet-powered;

The "authorized by the Administrator" is what will matter. If the EASA sim center is also a FAA 142 school they can sign you off under 61.58(d)(1). If they're not it doesn't count.

cfii2007

Old thread....but had a question regarding Part 91 recurrency as a type rating turboprop (over 12,500) aircraft:

I know you are allowed 12 months +/- 1 month to renew currency.

Let's say you allow your currency to lapse (but still maintain the Part 91 IFR (6 months) and PIC Day/Night (90) day), you cannot act as PIC.....correct? Are you still able to log PIC time as sole manipulator under Part 61.57?

Xdashdriver

The short answer is yes.