BFR & instrument currency

[cliff328]

I'm current Part121 in a large turboprop and have a CFII. I friend wants me to give him a BFR and enough time...aproaches, etc. to bring him back to instrument currency. I haven't flown a SEL for over a year. Any problems here? Thanks

 

[Timebuilder]

If you are not going to be acting as PIC at any time, I'd say no.

Common sense might suggest that you go up by yourself in a rental and see for yourself if you feel proficient enough for the task before you, and throw in three takeoffs and landings to cover your posterior.

Personally, I like to be sharp myself in an airplane where I am giving a BFR, since we will be doing stalls, slips, steep turns, and the like. Your current instructor certificate gives you the go-ahead to do a BFR or an IPC, but the real test is your own judgment of your fitness for the proposed operation.

I'm sure someone else may have more specific comments, but you have the ultimate personal responsibility.

 

[midlifeflyer]

I agree with Timebuilder.

There aren't any FAR-issues other than making sure you're current if you are going to act as PIC.

But my personal rule is that I will not give a FR in an airplane that I can't fly myself, whether because of a regulation, insurance requirements, or unfamiliarity. There are (always) exceptions.

 

[100LL... Again!]

Strictly from a legality standpoint, I do not believe that either pilot has to be 90 day current for a BFR to be accomplished, since neither is a passenger. Both pilots are crewmwmbers for the purposes of a training flight. However, if something gets bent, they ask a couple hard-to-answer questions.



Possible scenarios:

#1
Pilot Receiveing Training (PRT) -
BFR expired OR medical expired

CFI must have current BFR and class 3 medical.

#2
PRT-
Last BFR still good, medical good

CFI must have current BFR

 

[midlifeflyer]

Strictly from a legality standpoint, I do not believe that either pilot has to be 90 day current for a BFR to be accomplished

That's the old, "CFIs don't have to be 90 day current when teaching because there aren't any passengers, only crew."

I don't believe that's accurate.

Both of the pilots on board an aircraft in operations requiring two pilots are crewmembers. The mere manipulation of controls, however, does not make a person a crewmember. For example, a student pilot taking lessons from a certificated flight instructor is a passenger with respect to the flight instructor and, therefore, the flight instructor must meet the recency experience requirements

Fight training isn't an operation requiring two pilots. Only one - the CFI. With respect to the one who's acting as PIC, the other is merely a passenger, even if she does all of the flying.

 

[100LL... Again!]

Flight training does require two crewmembers:

A pilot and a CFI.

Who is the passenger? Nobody.

 

[midlifeflyer]

Flight training does require two crewmembers:

A pilot and a CFI.

Who is the passenger? Nobody.

So this:

Both of the pilots on board an aircraft in operations requiring two pilots are crewmembers. The mere manipulation of controls, however, does not make a person a crewmember. For example, a student pilot taking lessons from a certificated flight instructor is a passenger with respect to the flight instructor and, therefore, the flight instructor must meet the recency experience requirements

is incorrect? Funny. It's a direct quote from an FAA Legal opinion.

 

[100LL... Again!]

That is a student pilot. Different than a certificated pilot.

Additionally, the FAA has reversed itself numerous times on legal opinions in the past.
Always check the expiration date.

 

[midlifeflyer]

I always try to check expriation dates.

Student or non-student doesn't matter. Either you require 2 crewmembers or you don't.

And of course, a required crewmember must have a current medical. Are you saying that a pilot who doesn't have a medical can't receive flight training?

Who's the passenger? Whoever is not PIC.

Scenario 1: 75 year old CFI. Expert in mountain flight, but lost his medical 2 years ago due to heart problems. Still gives mountain instruction. On those mountain flights, that CFI is a passenger and the pilot he's "training" better be current.
.

Scenario 2: 75 year old pilot (not a CFI) in the same shoes as the 75 year old CFI. Taking dual time 'cause that's the only way he can still fly. Even though he does all the flying and can even log PIC in that situation, he's a passenger .

Scenario 3. Two pilots, one a CFI, neither of which are 90-day current go for a flight together. The passenger is the one who gets questioned by the FAA first and is smart enough to point to the other one and say, "=He= was PIC!"

We can certainly agree to disagree on this one.

 

[PennEagle]

Meaningful IPC

Getting back to the original question, I'd echo what Timebuilder said about feeling "fit for purpose". This is especially true if you are going to give a meaningful IPC.

If you're going to do justice by your friend, you'll want to give him some actual, plenty of partial panel, lost com etc .... more than just a few approaches, a hold and I&T. I believe IPCers need to do things that they would'nt normally get the chance to do for real (hopefully); it's often the only chance we get to review.

My .02 cets worth is that you'll simply need to feel comfortable enough in the SE airplane to do just that.