When a first officer trained under the Federal Aviation Administration (FAA) and a counterpart trained under the European Union Aviation Safety Agency (EASA) finish identical careers, their logbooks can tell very different stories. Both may have flown the same aircraft on the same routes for the same number of years, yet the FAA pilot can show thousands of pilot‑in‑command (PIC) hours while the EASA pilot’s PIC total may be near zero.
How the FAA counts PIC
Under 14 CFR 61.51(e)(1)(i), a pilot may log PIC time whenever they are the sole manipulator of the aircraft controls for which they are rated, regardless of who holds overall command. In a typical 1.5‑hour business‑jet leg, the captain logs the entire flight as PIC under 61.51(e)(1)(iii) (acting‑PIC for a multi‑crew aircraft). If the first officer hand‑flies part of the leg, they also log that portion as PIC under the sole‑manipulator rule. The result is dual‑logging: both crew members record PIC hours for the same flight.
How EASA counts PIC
EASA’s Regulation EU 965/2012 defines PIC as the pilot who is designated as being in charge of the safe conduct of the flight. Only one person may hold that authority for the entire flight. Consequently, the first officer who hand‑flies the same 1.5‑hour leg records the time as co‑pilot, not PIC, unless the operator runs a formal “pilot‑in‑command under supervision” (PICUS) program.
Impact on careers and hiring
The disparity matters when airlines or charter operators set minimum PIC requirements. An FAA‑trained first officer can accumulate significant PIC hours before ever serving as a captain, while an EASA‑trained officer may have a PIC total that looks negligible despite comparable hands‑on experience. This can lead U.S. Part 135 operators to overlook qualified European pilots if they rely solely on PIC totals.
Bridging the gap
Operators that employ mixed‑nationality crews often request supplemental documentation—such as letters from the employer confirming line experience—to translate EASA logbook entries for U.S. underwriters and auditors. Understanding that PIC totals are not directly comparable helps avoid dismissing capable pilots based on a misleading number.
Takeaway for the industry
When evaluating pilot experience, treat PIC as a supplemental metric rather than a definitive measure of command experience. Always verify which regulatory authority issued the logbook before drawing conclusions about a pilot’s seniority or suitability for a position.
Original reporting: El Paso News (HLL/CB) — read the source article.
