Logging Hours
Join Date: Nov 2000
Location: Cambridge, England, EU
Posts: 3,443
Likes: 0
Received 1 Like
on
1 Post
Although to be fair, it could be anybody who has actually read the PPL air law book, their country's air navigation order or equivalent, the instructions in the front of their logbook....
Avoid imitations
Join Date: Nov 2000
Location: Wandering the FIR and cyberspace often at highly unsociable times
Posts: 14,576
Received 425 Likes
on
224 Posts
Just like the numerous times I've been at the CAA head office waiting at the public counter desk hearing applications being rejected as they waited too long since passing the test to submit the paperwork, and the pass has now expired.
Are you telling us you keep on having to go back there?
Join Date: Sep 2003
Location: UK,Twighlight Zone
Posts: 0
Likes: 0
Received 0 Likes
on
0 Posts
Are you telling us you keep on having to go back there?
Join Date: May 2008
Location: UK
Posts: 1,365
Likes: 0
Received 0 Likes
on
0 Posts
Indeed, sometimes the commercial aspect of being able to earn money from a rating straight away by going to Gatwick for the day just makes more sense than waiting for the post.
Getting my FI(A) rating issued, getting the restriction removed, getting the no night restriction removed, getting the no applied instruments restriction removed, getting the no aerobatics removed, and then getting my type rating issued.
They're very friendly, and it's a pretty good breakfast, but almost every time they're telling some poor soul that their paper work isn't in order and the rating cannot be issued without further training or a retest, and no amount of phone calls to FTOs or faxing of extra paper work will change that.
Getting my FI(A) rating issued, getting the restriction removed, getting the no night restriction removed, getting the no applied instruments restriction removed, getting the no aerobatics removed, and then getting my type rating issued.
They're very friendly, and it's a pretty good breakfast, but almost every time they're telling some poor soul that their paper work isn't in order and the rating cannot be issued without further training or a retest, and no amount of phone calls to FTOs or faxing of extra paper work will change that.
@BPF: you have a valid point there, apologies if I sounded as rough as I felt at that time. Even so, there's more than one around here well acquainted with the UK ANO, really no need to single out Genghis.
Join Date: Aug 2005
Location: Glens o' Angus by way of LA
Age: 60
Posts: 1,975
Likes: 0
Received 0 Likes
on
0 Posts
I assume your not allowed to, the following accident report shows how much stock professional investigators put into padded/fudged logbook hours. Although not the cause of the crash they highlight the bull**** hours for a reason I,d guess they feel if he cut corners on his hours what else was he up to
Untitled Page
Untitled Page
Join Date: May 2008
Location: UK
Posts: 1,365
Likes: 0
Received 0 Likes
on
0 Posts
they highlight the bull**** hours for a reason I,d guess they feel if he cut corners on his hours what else was he up to
I find no inference that his hours are bull****, just a simple statement of fact as with all these reports.
Last logbook entry was March 2005 showing 416 hours total time
At medical in March 2006 he said he had 1500 hours
So that would be 1100 hours in a year.
To me, this doesn't sound like bull**** hours, just very poor record keeping, which I must say I'm guilty of myself. Just because no further records existed, doesn't mean that he didn't actually have say 1000 hours at the time of his medical, but due to his poor record keeping he had no idea how many hours he had so just took a stab at a number and said 1500.
This report is making no assumptions or conclusions at all, you're the only one speculating.
Join Date: May 2008
Location: UK
Posts: 1,365
Likes: 0
Received 0 Likes
on
0 Posts
That was in a twin, which the accident pilot wasn't even rated to fly, so I would assume the same situation as the OP, going up with a friend and wanting to log something. Not at all relevant to the accident.
I'd say there's nothing too wrong with keeping a log for interest, as looking back over old logbooks is great fun, but you need to be clear that even if you write anything down it can't be used for anything, be it hour building for CPL, or towards revalidation of SEP or any other rating, it is purely for your own interest, so if you write anything in make that clear. Most people do this by not writing anything in the total time column, so it never affects the totals at the bottom of the page.
I'd say there's nothing too wrong with keeping a log for interest, as looking back over old logbooks is great fun, but you need to be clear that even if you write anything down it can't be used for anything, be it hour building for CPL, or towards revalidation of SEP or any other rating, it is purely for your own interest, so if you write anything in make that clear. Most people do this by not writing anything in the total time column, so it never affects the totals at the bottom of the page.
Join Date: Aug 2005
Location: Glens o' Angus by way of LA
Age: 60
Posts: 1,975
Likes: 0
Received 0 Likes
on
0 Posts
Not sure about this one,
Total time claimed on march 2006 is 1500, with just over 300 pic up to march 2005 with 300 being claimed in the 6 months prior to march 2006 which would leave approximately 900 hours for the six months from march thru September 2005 which works out at 5 hours a day every day for 6 months straight of private flying ( if it was commercial for hire the ntsb could have viewed the part 135 ops log records)
Certainly a very keen flyer.
Total time claimed on march 2006 is 1500, with just over 300 pic up to march 2005 with 300 being claimed in the 6 months prior to march 2006 which would leave approximately 900 hours for the six months from march thru September 2005 which works out at 5 hours a day every day for 6 months straight of private flying ( if it was commercial for hire the ntsb could have viewed the part 135 ops log records)
Certainly a very keen flyer.
