[{"data":1,"prerenderedAt":326},["ShallowReactive",2],{"learn-\u002Flearn\u002Frecency-and-currency":3,"learn-nav-\u002Flearn\u002Frecency-and-currency":300},{"id":4,"title":5,"body":6,"date":239,"description":240,"draft":241,"extension":242,"faqs":243,"howTo":253,"keyTakeaways":253,"meta":254,"navigation":255,"path":256,"quiz":257,"seo":283,"series":253,"seriesOrder":253,"sources":284,"stem":297,"topic":298,"__hash__":299},"learn\u002Flearn\u002Frecency-and-currency.md","Recency and currency",{"type":7,"value":8,"toc":229},"minimark",[9,13,19,24,48,52,55,80,100,110,114,124,154,175,179,186,190,218,222],[10,11,12],"p",{},"Being legally allowed to fly and being genuinely ready to fly are two different things, and the rules on recent experience only promise the first.",[14,15,16],"blockquote",{},[10,17,18],{},"This is general educational information, not operational, legal, or regulatory advice. Rules differ by authority and change over time. Always verify against current official sources and follow your operator's approved procedures.",[20,21,23],"h2",{"id":22},"currency-is-not-proficiency","Currency is not proficiency",[10,25,26,27,31,32,35,36,39,40,47],{},"Two words get used loosely and mean different things. ",[28,29,30],"strong",{},"Currency"," is meeting the recent-experience requirement written in the regulation: so many take-offs and landings in so many days, an instrument check within a period, and the like. ",[28,33,34],{},"Proficiency"," is the real thing, being skilled, sharp, and safe. The gap between them is where trouble lives: a pilot can be perfectly current on paper and rusty in practice, or sharp but a few days past a deadline. Treat currency as a ",[28,37,38],{},"legal floor",", never as proof that you are ready. The international framework for recent experience sits in ",[41,42,46],"a",{"href":43,"rel":44},"https:\u002F\u002Fstore.icao.int\u002Fen\u002Fannex-1-personnel-licensing",[45],"nofollow","ICAO Annex 1 (Personnel Licensing)",", and each authority then writes the detailed rule.",[20,49,51],{"id":50},"carrying-passengers-the-90-day-rules","Carrying passengers: the 90-day rules",[10,53,54],{},"Both main systems gate carrying passengers behind recent take-offs and landings, but the detail differs, so keep them apart.",[10,56,57,58,61,62,67,68,71,72,75,76,79],{},"Under ",[28,59,60],{},"EASA and the UK CAA",", ",[41,63,66],{"href":64,"rel":65},"https:\u002F\u002Feur-lex.europa.eu\u002Flegal-content\u002FEN\u002FTXT\u002F?uri=CELEX:02011R1178-20250804",[45],"Part-FCL, FCL.060"," requires, to carry passengers, that in the preceding ",[28,69,70],{},"90 days"," you have made at least ",[28,73,74],{},"3 take-offs, 3 approaches and 3 landings"," in an aircraft of the same type or class, or in a suitable full flight simulator. Note that EASA counts ",[28,77,78],{},"approaches"," alongside the take-offs and landings.",[10,81,82,83,61,86,91,92,95,96,99],{},"Under the ",[28,84,85],{},"FAA",[41,87,90],{"href":88,"rel":89},"https:\u002F\u002Fwww.ecfr.gov\u002Fcurrent\u002Ftitle-14\u002Fchapter-I\u002Fsubchapter-D\u002Fpart-61\u002Fsubpart-A\u002Fsection-61.57",[45],"14 CFR 61.57(a)"," requires, to carry passengers, ",[28,93,94],{},"3 take-offs and 3 landings within the preceding 90 days"," in an aircraft of the same category and class (and type, if a type rating is required). The FAA counts ",[28,97,98],{},"take-offs and landings only",", with no approach element in this rule.",[10,101,102,103,105,106,109],{},"Take a worked contrast to see why this matters. A pilot has flown three take-offs and three landings in the last 90 days but has shot no instrument approaches in that time. Under the ",[28,104,85],{},", that satisfies the passenger-carrying requirement of 61.57(a), because it counts take-offs and landings only. Under ",[28,107,108],{},"EASA",", the very same flying may fall short, because FCL.060 also requires three approaches in the period. The logbook entries are identical; the verdict on currency differs by authority, which is precisely why you cannot carry one system's rule across to a flight under the other.",[20,111,113],{"id":112},"night-and-instrument-recency","Night and instrument recency",[10,115,116,117,123],{},"The ",[41,118,122],{"href":119,"className":120},"\u002Flearn\u002Fglossary#gt-recency",[121],"glossary-link","recency"," picture extends to night and instrument flying, and again the figures are authority-specific.",[10,125,126,127,130,131,61,133,137,138,141,142,145,146,150,151,153],{},"For ",[28,128,129],{},"night"," under the ",[28,132,85],{},[41,134,136],{"href":88,"rel":135},[45],"14 CFR 61.57(b)"," requires that, to carry passengers at night, those 3 take-offs and 3 landings be made ",[28,139,140],{},"to a full stop"," during the period ",[28,143,144],{},"beginning 1 hour after sunset and ending 1 hour before sunrise",". As our ",[41,147,149],{"href":148},"\u002Flearn\u002Fkeeping-a-digital-logbook","logbook guide"," notes, that night-recency window is not the same period as the civil-twilight definition the FAA uses for logging night time. Under ",[28,152,108],{},", FCL.060 requires, to act as pilot-in-command at night carrying passengers, at least one take-off, approach, and landing at night in the recent period, or the holding of a valid instrument rating.",[10,155,126,156,159,160,61,162,166,167,170,171,174],{},[28,157,158],{},"instrument"," flight under the ",[28,161,85],{},[41,163,165],{"href":88,"rel":164},[45],"14 CFR 61.57(c)"," requires that, within the preceding ",[28,168,169],{},"6 calendar months",", you have performed and logged ",[28,172,173],{},"6 instrument approaches, holding procedures and tasks, and intercepting and tracking courses"," using navigation systems. Let that lapse beyond the grace period and you need an instrument proficiency check, under 61.57(d), before flying on instruments again.",[20,176,178],{"id":177},"the-logbook-records-it-does-not-certify","The logbook records; it does not certify",[10,180,181,182,185],{},"This is the honest heart of the matter. Your ",[28,183,184],{},"logbook is the evidence"," of the experience you have flown, but the experience only makes you current when it actually satisfies the rule in force. The logbook does not certify your legal currency, and a neat row of entries does not change a deadline. You have to read your recent experience against the current regulation, decide whether you meet it, and judge separately whether you are genuinely proficient for the conditions you intend to fly in.",[20,187,189],{"id":188},"common-pitfalls","Common pitfalls",[191,192,193,200,206,212],"ul",{},[194,195,196,199],"li",{},[28,197,198],{},"Confusing current with proficient."," Meeting the minimum is not the same as being ready, especially after a long layoff or in demanding conditions.",[194,201,202,205],{},[28,203,204],{},"Carrying a rule across authorities."," The EASA and FAA numbers and elements differ, so do not apply one system's rule to a flight under the other.",[194,207,208,211],{},[28,209,210],{},"Forgetting the type and class limits."," Recency is generally tied to the same category, class, or type, so currency in one aircraft may not extend to another.",[194,213,214,217],{},[28,215,216],{},"Letting instrument recency slip."," Once it lapses beyond the allowance, regaining it needs a proficiency check, not just another flight.",[20,219,221],{"id":220},"in-pilot-efb","In Pilot EFB",[10,223,224,225,228],{},"Pilot EFB keeps an electronic logbook, and completing a flight can generate entries for you to review and confirm, so the record of your take-offs, landings, and recent flying stays in one place. It is a working record and a study and planning aid, not a compliance system: it does ",[28,226,227],{},"not"," certify your legal currency, and it is not a certified Electronic Flight Bag. Check your recent experience against the current rule for your licence and operation, keep the logbook backed up, and reconcile it with whatever your operator or training organisation treats as the official record. Saved entries stay available offline; pulling fresh data needs a connection.",{"title":230,"searchDepth":231,"depth":231,"links":232},"",2,[233,234,235,236,237,238],{"id":22,"depth":231,"text":23},{"id":50,"depth":231,"text":51},{"id":112,"depth":231,"text":113},{"id":177,"depth":231,"text":178},{"id":188,"depth":231,"text":189},{"id":220,"depth":231,"text":221},"2026-05-28","The difference between being legally current and being proficient, with the EASA and FAA recent-experience rules for carrying passengers, night flight and instrument flight, each attributed to its authority.",false,"md",[244,247,250],{"q":245,"a":246},"What is the difference between currency and proficiency?","Currency is meeting the recent-experience requirement in the regulation, such as a number of take-offs and landings in a recent period. Proficiency is actually being skilled and safe. You can be legally current and out of practice, or proficient but technically lapsed, so currency is a legal floor, not a guarantee of competence.",{"q":248,"a":249},"What does the 90-day rule require?","It differs by authority. Under EASA's FCL.060 you need, in the preceding 90 days, at least 3 take-offs, 3 approaches and 3 landings to carry passengers. Under the FAA's 14 CFR 61.57 you need 3 take-offs and 3 landings in the preceding 90 days in the same category and class. Both are 90-day rules, but EASA counts approaches and the FAA does not.",{"q":251,"a":252},"Does my logbook prove I am current?","No. The logbook records the experience you have flown; it is the evidence, not the qualification. You are current only when that recorded experience actually meets the recent-experience rule in force for what you are doing, which you have to check against the regulation. Pilot EFB keeps the record but does not certify your legal currency.",null,{},true,"\u002Flearn\u002Frecency-and-currency",[258,267,274],{"q":259,"options":260,"answer":265,"explanation":266},"What does currency mean, as distinct from proficiency?",[261,262,263,264],"Being skilled, sharp, and safe in practice","Meeting the recent-experience requirement written in the regulation","Holding a current medical certificate","Having an up-to-date logbook backup",1,"Currency is meeting the recent-experience requirement written in the regulation, such as so many take-offs and landings in so many days. Proficiency is the real thing, being skilled, sharp, and safe.",{"q":268,"options":269,"answer":231,"explanation":273},"Under EASA Part-FCL, FCL.060, what must you have done in the preceding 90 days to carry passengers?",[270,271,74,272],"3 take-offs and 3 landings only","6 instrument approaches","1 take-off, approach and landing at night","FCL.060 requires at least 3 take-offs, 3 approaches and 3 landings in the preceding 90 days. EASA counts approaches alongside the take-offs and landings, which the FAA does not.",{"q":275,"options":276,"answer":281,"explanation":282},"Under FAA 14 CFR 61.57(c), within what period must you have logged 6 instrument approaches, holding procedures, and intercepting and tracking courses?",[277,278,279,280],"The preceding 6 calendar months","The preceding 90 days","The preceding 12 calendar months","The preceding 1 hour after sunset",0,"61.57(c) requires those instrument tasks within the preceding 6 calendar months. Let that lapse beyond the grace period and you need an instrument proficiency check under 61.57(d).",{"title":5,"description":240},[285,287,290,292,295],{"label":286,"url":43},"ICAO Annex 1: Personnel Licensing",{"label":288,"url":289},"EASA Easy Access Rules for Aircrew (Regulation (EU) No 1178\u002F2011, Part-FCL)","https:\u002F\u002Fwww.easa.europa.eu\u002Fen\u002Fdocument-library\u002Feasy-access-rules\u002Feasy-access-rules-aircrew-regulation-eu-no-11782011",{"label":291,"url":64},"EUR-Lex: Regulation (EU) No 1178\u002F2011 (consolidated, FCL.060)",{"label":293,"url":294},"UK CAA: Part-FCL recency and revalidation requirements","https:\u002F\u002Fwww.caa.co.uk\u002Fgeneral-aviation\u002Fpilot-licences\u002Fpart-fcl-requirements\u002Fpart-fcl-pilot-licence-recency-and-revalidation-requirements\u002F",{"label":296,"url":88},"FAA 14 CFR 61.57 (Recent flight experience: pilot in command)","learn\u002Frecency-and-currency","Logbook","bZ4AyYaYHR042mKiYo15BLlyo_9TEBoh4lHN5XbkDmE",{"related":301,"newer":318,"older":307,"series":253},[302,307,313],{"path":148,"title":303,"description":304,"date":305,"topic":298,"draft":241,"minutes":306,"series":253,"seriesOrder":253},"Keeping a digital logbook","What a pilot logbook has to record and why, plus the EASA\u002FUK and FAA differences in logging pilot-in-command time, night, and recency that catch people out.","2026-06-12",4,{"path":308,"title":309,"description":310,"date":311,"topic":298,"draft":241,"minutes":312,"series":253,"seriesOrder":253},"\u002Flearn\u002Fpilot-function-and-logging-roles","Pilot function and logging roles","What P1, PICUS, P2 and dual mean under EASA, how the FAA categories differ, and the crucial difference between logging pilot-in-command time and being the pilot in command.","2026-05-26",7,{"path":314,"title":315,"description":316,"date":317,"topic":298,"draft":241,"minutes":312,"series":253,"seriesOrder":253},"\u002Flearn\u002Flogging-instrument-time","Logging instrument time","What actually counts as instrument time, the difference between actual and simulated conditions, why being on an IFR flight plan is not enough, and what the FAA and EASA require you to record.","2026-05-22",{"path":319,"title":320,"description":321,"date":322,"topic":323,"draft":241,"minutes":306,"series":324,"seriesOrder":325},"\u002Flearn\u002Ffuel-planning-and-reserves","Fuel planning and reserves","Why a flight carries more fuel than the trip needs, the ICAO baseline, the FAA VFR and IFR reserve rules, and the EASA fuel-scheme components, each attributed because the numbers differ.","2026-05-29","Regulations","plan-a-vfr-cross-country",3,1781989193013]