One might be beginning to wonder whether the difference between "learning air law as applied to the PPL holder" and "memorising the question bank so as to pass the exam" might be significant.

Well I live and fly in Canada (as my profile clearly shows) so I am not terribly up on the nuances of UK/EASA Air Law......

RTN11,

Are you telling us you keep on having to go back there?

Unfortunatly a lot of us do. When you had type and Class ratings as part of the job it often means a visit down there. I have 14 on my licence, that's a lot of visits.

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.

@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.

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


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Where on earth are you getting that from?

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.

This is what I was referring to

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.

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.