What is the best way to keep logbook entries backed up? Should I photocopy or scanned image in computer suffice? Can an Excel spreadsheet or other software/apps be used? In case a logbook is lost or (unfortunately) destroyed, should all entries from the backup be rewritten in a new logbook?
Also, when one has 100s or 1000s of hours, spreading over several logbooks, how much importance the older logbooks will have? Would someone go over every page to make sure that this individual actually have 1375.2 hours (as an example)?
The FAA requirements are for the information to be logged, without specifying the details of how it is logged.
It's OK to use electronic log books, and multiple log books. Scanned images are as good as photocopies. Just print them if you ever need them on paper. Some items are required to be signed, so scanned signatures and endorsements may be necessary in an electronic logbook.
The older the information, the less its importance. Log books are normally examined to see if what you're doing is legal, checking ratings, currency, training and reviews, etc. If you are flying without required night or IFR currency, for example, it is conceivable that they'd want to check previous flights to see how often that has happened in the past.
An insurance company might want to make sure you've got the hours you claim, but the FAA's interest is to see if you are legal.
What is the best way to keep logbook entries backed up? Should I photocopy or scanned image in computer suffice? Can an Excel spreadsheet or other software/apps be used? In case a logbook is lost or (unfortunately) destroyed, should all entries from the backup be rewritten in a new logbook? Also, when one has 100s or 1000s of hours, spreading over several logbooks, how much importance the older logbooks will have? Would someone go over every page to make sure that this individual actually have 1375.2 hours (as an example)? Thanks.
I'm a student pursuing a US Private Pilot License, and recently scheduled my checkride. I've been training in a 1981 Piper Warrior (PA-28-161), but if its annual goes sour I may have to take my club's 1980 Piper Archer (PA-28-181). I have well over §61.109's 40 hours in the Warrior alone, and only ~10 hours in the Archer. I have a separate club checkout and CFI solo endorsement for each... would encounter if I need to change the tail number or model number of my checkride plane and listed hours therein, potentially long after IACRA submission?
In a full motion Level C or D simulator like those used by the airlines and for jet type ratings: How should a pilot log the simulator time in their logbook? I.e. Can you log: Total Time Instrument Time Time in Type Cross Country Time Night Time Landings (including night landings) Dual given/received Anything else?
I am building my own ATC simulator and for that purpose I need to include several instrument procedures. I have a problem with that particular one: My problem is on KEA transition, the leg between "RDL 256 KEA" and "RDL 192 ATV" how should the transition be encoded in terms of ARINC-424 path terminator sequences. Specifically it's the turn from the one leg to the other that bothers me: "RDL 256 KEA" seems to terminate on either 27 DME KEA or RDL 187 ATV. But then what? There is a 20 DME ATV on the next leg that spoils everything. CD (or Course to DME) is not a specific route over
Are 40 hours of flight really enough to gain experience to fly a small private plane alone anywhere? The rules state so but from experience off you pilots, is it really enough or should be more hours be clocked with another experienced pilot next to you before venturing out? Today I had my first flight on a 152 from Dar es Salaam International Airport, and the area is quite busy. There were bigger aircraft taking off and approaching and many other taxiing. Putting an inexperienced pilot that has barely 40 hours in an environment like this could cause serious problems even though he has
With all the shiny new glass cockpits it would seem that the days of the spinning mechanical gyro (and associated tumbling due to gimbal lock) should be over: Sparing everyone the boring math it should suffice to say that solid-state gyros can be engineered and built in such a way that gimbal lock is impossible, but I'm not certain that's how they're actually designed. Do modern AHRS systems with solid-state gyros (or replacement electronic horizons like the RC Allen 2600 series) still suffer from gimbal lock, or do they provide true 3-dimensional freedom? I'm interested primarily
On planes that have a captain and a first officer, how are flight hours logged and split between the two? Are the hours split between the Capt and First Officer based on who is physically piloting the plane or are the same amount of hours are assigned to both?
Reading various reports including number of flight hours of the pilots I always wonder how it relates to years of service. In most professions, people work 40 hours a week, which gives around 1900 hours a year (assuming 4-5 weeks vacation as is usual in Europe). But pilots seem to have much fewer flight hours. I even read that in certain military operation the norm was 750 hours in a year. But that was difficult military operation and I haven't seen any number for common airline operations. So how many flight hours is usual for full-time airline pilot to log in a year? And what does he do
or to an Examiner with his or her logbook/training records and with the completed and signed FAA Form 8710-1. (7) There is no practical test required for the issuance of the “SIC Privileges Only
I obtained a JAR PPL in 2003 and flew regularly for a few years afterwards. My last flight as Pilot in Command was around 2006 and as I have not kept up the required number of hours per year since then I'm assuming my license will have lapsed. What do I need to do to regain my PPL? Will I need to retake the exams, the radio telephony license, and the Skills Test?