Knowing who the PIC is on any flight matters. It also carries legal repercussions.
By definition, the Pilot in Command (PIC) is the individual aboard an aircraft who holds final authority and responsibility for the operation and safety of the flight. According to 14 CFR § 91.3 in the Federal Aviation Regulations, the PIC is directly responsible for, and the final authority over, the aircraft’s operation. The regulation also authorizes the PIC to deviate from rules in an emergency when necessary for safety. Anytime this happens the PIC should expect to provide a detailed explanation to the appropriate authorities regarding any deviations from rules (after landing safely).
International Civil Aviation Organization (ICAO) defines the PIC as “the pilot responsible for the operation and safety of the aircraft during flight time,” emphasizing that this authority holds even when not physically manipulating the controls.
Legally, the PIC carries the ultimate responsibility not just operationally, but also for airworthiness decisions and regulatory compliance. In case of incidents, investigations or litigation, the PIC is regarded as the accountable party.
The responsibilities of the Pilot in Command extend well beyond manipulating the controls. Under 14 CFR § 91.7, the PIC is directly responsible for determining whether the aircraft is airworthy before every flight. Even if the maintenance records are signed off, the final decision to fly rests with the PIC. For example, a pilot who discovers that a landing light is inoperative during preflight must decide whether the aircraft meets the requirements of § 91.205. If the flight is planned at night, the aircraft is not airworthy, and the PIC must delay or cancel the operation until the discrepancy is corrected.
Once airborne, the PIC is also responsible for making operational decisions that affect safety. Regulations give the PIC the authority to deviate from any rule in the event of an emergency, and the FAA will hold that pilot accountable for the judgment exercised. Consider a situation where weather deteriorates enroute and the passengers insist on continuing to the original destination. The PIC must make the call to divert if conditions warrant, and the passengers’ wishes carry no legal weight compared to the PIC’s duty to protect the safety of the flight.
This authority also extends to passengers and crew. The PIC is the final authority in the cabin, and must enforce compliance with regulations such as wearing seatbelts during taxi, takeoff, and landing. If a passenger refuses, it is the PIC who could face enforcement action, not the individual who disobeys. In multi-crew operations, the captain as PIC holds operational control, even if other pilots are qualified and actively flying the aircraft. A first officer may recommend continuing an approach in marginal conditions, but the final decision rests with the PIC, whose judgment determines whether to continue or go around.
At Flex Air, we emphasize that, beyond the letter of the law, the PIC also carries the responsibility of leadership and setting the tone for safety. A pilot who insists on proper briefings, disciplined checklist use, and thoughtful risk management decisions fosters a culture of professionalism in the cockpit. These decisions, both big and small, demonstrate why the role of PIC is not just a regulatory designation but a position of profound trust and accountability. For more information about how we can help you become a well-trained and developed PIC, request more info here:
FAA regulation 14 CFR § 61.51(e) governs when a pilot may log PIC time:
Solo flights: If you are the only occupant, you may log PIC time when you are rated and meet medical and currency requirements.
Sole manipulator: If you are controlling the aircraft for which you are rated, even with a passenger or another pilot aboard, you can log PIC time.
Required multi-pilot operations: If more than one pilot is required (for example, simulated instrument training or type certification), both the acting PIC and the other rated pilot may log PIC (or SIC) time as appropriate.
Important distinctions:
Being the acting PIC, the one legally responsible, does not always entitle you to log PIC time, unless you are also the sole manipulator in a single-pilot scenario.
Example Scenario: Two Private Pilots on a Cross-Country Flight
Pilot A and Pilot B are both certificated private pilots, rated in single-engine land airplanes. They decide to fly together in a Cessna 172 for a cross-country. Before the flight, they agree that Pilot A will act as PIC for the entire flight — meaning Pilot A is legally responsible for the aircraft’s operation, airworthiness decisions, and regulatory compliance.
However, once airborne, Pilot B is the one flying the aircraft the entire way — manipulating the controls, making maneuvers, and handling navigation tasks.
Pilot A (the acting PIC) is legally responsible for the flight, but because only one pilot is required for this operation under Part 91 and Pilot A is not manipulating the controls, Pilot A cannot log PIC time.
Pilot B, on the other hand, can log PIC time because 14 CFR § 61.51(e)(1)(i) permits the “sole manipulator of the controls of an aircraft for which the pilot is rated” to log PIC time.
So in this single-pilot operation, the acting PIC (Pilot A) carries the legal responsibility but does not get loggable PIC time. Only the manipulating pilot (Pilot B) does.
Safety pilots in simulated instrument conditions may log PIC time only when acting as PIC and qualified to do so; otherwise they may log SIC.
Example Scenario: Safety Pilot During Simulated Instrument Flight
Pilot A is practicing instrument approaches under the hood (wearing a vision-limiting device) to maintain currency. Because Pilot A cannot see outside for traffic avoidance, regulations require a safety pilot to be on board. Pilot B, another qualified pilot, agrees to act as the safety pilot.
Pilot A is the sole manipulator of the controls while under the hood. Under 14 CFR § 61.51(e)(1)(i), Pilot A may log PIC time because they are flying the aircraft for which they are rated.
Pilot B, the safety pilot, is required crew under 91.109(b). If Pilot B and Pilot A agreed that Pilot B would also be acting PIC during the hood work, then Pilot B may also log PIC time. If not, Pilot B may log SIC time for that period.
Important limitation: The safety pilot is only required during the portion of flight when the manipulating pilot is under the hood. For other parts of the flight, such as takeoff, landing, or visual segments, the safety pilot is not required crew and therefore cannot log time.
Most flight schools teach that PIC time is earned:
When you are the sole manipulator and rated
During solo flights meeting regulatory prerequisites
Student pilots typically log solo PIC time after securing a solo endorsement, while multi-pilot environments (such as Part 61 instrument training) may allow dual logging under certain circumstances.
Beyond compliance, maintaining accurate logbooks, whether paper or digital, is essential not just for certificates and ratings, but for credibility and career advancement.
Single-engine general aviation: One pilot, acting PIC and manipulator, fulfills both roles. With a second rated pilot, the roles can be divided, and PIC may change during the flight, so this varies depending on how the pilots decide to conduct the flight.
Multi-crew or complex operations: PIC may act as commander while others manipulate controls; responsibilities and logging may vary. This will usually be determined by the operator, not the pilots.
Air taxi or airlines: PIC is designated by operations authority and subject to stricter oversight and administrative structure.
14 CFR § 91.3: “The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.”
14 CFR § 61.51(e): Outlines conditions under which a pilot may log pilot-in-command flight time, including as sole manipulator of the controls, as the only occupant, or when more than one pilot is required.
ICAO Annex 1: Defines Pilot in Command as the pilot responsible for the operation and safety of the aircraft during flight time.
Understanding who is the Pilot in Command (PIC), what that means legally, operationally, and in terms of logbook rules, is essential for pilots and flight schools alike. The PIC holds ultimate responsibility, but not always the sole logbook credit, and the details matter.
At Flex Air, we don’t just help you fill your logbook. We train you to become responsible, competent PICs. Are you ready to build real pilot-in-command skills? Contact Flex Air today and take command of your aviation journey.