What's the difference between Pilot in Command and a Co-pilot?

Isabel Murcia — Sun, 25 Feb 2018 21:04:57 -0500

I noticed there's always two pilots in the cockpit of a helo, but it's usually the Warrant Officers that are titled pilot in-command. What does the other pilot do? Do they fly at all?

Response by CW4 Juan Morales made Feb 25 at 2018 9:17 PM

CW4 Juan Morales — Sun, 25 Feb 2018 21:17:32 -0500

The pilot in command is the pilot responsible for the safety of the passengers and crew and the completion of the mission. It may be a Warrant Officer or a regular line officer. Pilot in command is a designation given to a pilot after he or she has accrued the experience necessary to not only act as an effective crewmember, but also act in the interest of the commander and the unit. Both pilots operate the flight controls and manage the aircraft systems, navigation and communications. The pilot in command is also tasked with training other pilots to progress into pilots in command.

Response by CPT Nicholas D. made Feb 25 at 2018 9:23 PM

CPT Nicholas D. — Sun, 25 Feb 2018 21:23:55 -0500

Excellent question. Pilot in Command or the “PC” is the aircraft pilot that has overall responsibility and ‘command’ over an aircraft. This is an aircrew designation that does require pilots to earn, its not based on paygrade. A CW2 could be the PC where the LTC he’s flying with is logging just Pilot or “PI” time. Most PC progression programs require pilots to demonstrate they have the knowledge and airmanship to be responsible for an aircraft. This usually culminates in a check ride or series of evaluations. In the Army, making Pilot in Command is a big deal. And the name means just that... they are responsible for everything that aircraft does.

So why is the PC typically a Warrant Officer? The answer is that it doesn’t have to be. Two O-grade officers could pilot an aircraft as long as one of them has been designated a PC. Within Army Aviation though, the Warrant Officer Corps is focused towards mastering their craft as pilots. The O grade side of the house is focused on organizational leadership and staff functions. Most pilots in the Army are Warrant Officers, and since becoming an aeronautical expert is their primary mission, they tend to progress faster to Pilot in Command, Air Mission Commander, tracks (Instructor, Maintenance Test Pilot, etc). Many O-grade Officers will divert their attention so far out of the cockpit that many will never make PC. Some Aviation Officers will retire after 20 years and not have enough hours for Master Wings (2,000 hours).

But from a current O-grade who is a PC in his aircraft, I will tell you... the designation is not associated with paygrade but rather demonstratable aeronautical performance.

Response by CPT Nicholas D. made Feb 25 at 2018 9:31 PM

CPT Nicholas D. — Sun, 25 Feb 2018 21:31:24 -0500

I answered the PC WO question but not the “what’s the other guy doing.” Typically one pilot will manipulate the flight controls, the other will communicate, navigate, and manage. There may be one or two things that you can’t do from both seats, but pilots will take turns flying and managing. One pilot will take a leg (take off to landing), pass the controls and manage the next. Most guys I’ve flown with we have split the flying up equitably. The PC may choose to fly the more difficult segments (since his name is on the liability line... top block of the -12)

Response by WO1 Private RallyPoint Member made Feb 25 at 2018 9:56 PM

WO1 Private RallyPoint Member — Sun, 25 Feb 2018 21:56:21 -0500

What the said lol

Response by COL Private RallyPoint Member made Feb 25 at 2018 11:06 PM

COL Private RallyPoint Member — Sun, 25 Feb 2018 23:06:14 -0500

If you want to be a full time pilot in the Army become a warrant officer. If you want to be a part time pilot become an officer. You could become an officer and fly and if you think you want to fly more you can resign you officer commission and transfer to a warrant commission. Plenty of friends of mine did just that. They were happier flying than doing all the other officer crap.

Response by SGT Private RallyPoint Member made Feb 25 at 2018 11:06 PM

SGT Private RallyPoint Member — Sun, 25 Feb 2018 23:06:30 -0500

In the early 70's even the Crew Chief could fly the UH1. All that counted was, "Get us on the LZ, and Thanks for the lift."
The door gunner with the M-60 or Mini gun helped too.

Response by CW5 John M. made Feb 26 at 2018 4:12 AM

CW5 John M. — Mon, 26 Feb 2018 04:12:09 -0500

In my day, we had two aircraft that usually flew single pilot; the OH-58A/C and the OH-6. I have thousands of hours single pilot. The OH-58 (at least) even had flight controls on the left side that were storable when you flew a non-rated or non-current passenger in that seat (I can’t remember about the OH6, but also likely). Anyway, Few really took the trouble to stow them. The pilot just cautioned the pax to keep hands and feet clear of the controls...... “Bootleg time” was when the left side controls were left in and a crew chief, aerial observer, or non-rated pax could get some “bootleg” time - which was not authorized, non-logable flight time. I knew of a few crew chief/observers that could do basic flying, even take-offs and landings very well, especially in the Vietnam era. The skill was encouraged “under the table” based on the possibility the pilot got injured in Vietnam; a skilled crewmember could prevent a crash. I recall that Observers once had an authorized training program for just such a thing.

The UH-1 was “capable” of flying single pilot, but was not - usually due to weight and balance requirements, and some OM requirements. As long as weight and balance was maintained (in my case, I had to add 40# dead weight in the left seat to get it in limits), the aircraft could be repositioned on the ramp, for example. I knew of some pilots that flew some “ferry flights” single pilot, but I never knew anyone who flew missions that way.

When I was freshly arrived in Flight School at Ft Rucker in ‘69, before training started, I was at the parade field taking pics of a Chinook on static display late in the day, and a W2 came up to me (!!!) and asked me if I wanted to “fly” in the left seat so he could get the Chinook back to Hanchey Field since the other pilot couldn’t be found. He would then drive me back in his car. It was a memorable moment for me, since the only aircraft I had ever flown to that point was the OH-23. Of course it wasn’t legal, but I was probably the “dead weight” he needed in that seat. Don’t know. I had a thrill though.........

Response by CPT Jim Schwebach made Feb 26 at 2018 9:09 AM

CPT Jim Schwebach — Mon, 26 Feb 2018 09:09:09 -0500

It was our(ground-pounders) belief that one aviator was there to listen to the radio and the other was there to talk on it. We also held the the difference between Army aviators and Air Force pilots was that the former could read a map and the latter could take directions. Those could be outdated concepts...