Journey Log Book

There was once a huge controversy over what exactly constitutes a journey logbook. Everybody agreed you had to have one, but what is it? The original requirement was set out in 1944 without a precise definition. ICAO Annex 6 changed all that a few years ago, but we are still left with a decision on where the book should be kept.

— James Albright

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The only document we have that comes even close to satisfying all the requirements are the Flight and Maintenance Log that we complete for every flight. You will have to examine your version to see if it also satisfies the ICAO.

As for how long you need to keep it on the aircraft, that's where it gets tricky. More on that below.

For you grammar fans, I agree it should be "logbook" (one word) but the original Chicago Convention uses two, so I'll do that here.

1 — Where (and when) it all started . . .

2 — Updated guidance for commercial operators

3 — Updated guidance for general aviation

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Where (and when) it all started . . .

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The 1944 Chicago Convention on Civil Aviation

There shall be maintained in respect of every aircraft engaged in international navigation a journey log book in which shall be entered particulars of the aircraft, its crew and of each journey, in such form as may be prescribed from time to time pursuant to this Convention.

Source: 1944 ICAO Chicago Convention , Article 34

Updated guidance for commercial operators

11.4.1. The aeroplane journey log book should contain the following items and the corresponding roman numerals:

  • Aeroplane nationality and registration.
  • Names of crew members.
  • Duty assignments of crew members.
  • Place of departure.
  • Place of arrival.
  • Time of departure.
  • Time of arrival.
  • Hours of flight.
  • Nature of flight (private, aerial work, scheduled or non-scheduled).
  • Incidents, observations, if any.
  • Signature of person in charge.

11.4.2 Recommendation.— Entries in the journey log book should be made currently and in ink or indelible pencil.

11.4.3 Recommendation.— Completed journey log book should be retained to provide a continuous record of the last six months’ operations.

Source: ICAO Annex 6 Part I

Paragraph 11.4.3 recommends the journey log book be "retained" but doesn't say it has to be on the aircraft. I think if you have electronic access to them you should be okay.

  • The aircraft journey log, or equivalent, should include the following items, where applicable:
  • aircraft nationality and registration,
  • name(s) of crew member(s),
  • duty assignments of crew member(s),
  • place of departure,
  • place of arrival,
  • time of departure,
  • time of arrival,
  • hours of flight,
  • nature of flight (scheduled or non-scheduled),
  • incidents, observations, if any,
  • signature of person in charge.
  • The information, or parts thereof, may be recorded in a form other than on printed paper. Accessibility, usability and reliability should be assured.
  • 'Journey log, or equivalent' means that the required information may be recorded in documentation other than a log book, such as the operational flight plan or the aircraft technical log.
  • 'Series of flights' means consecutive flights, which begin and end:
  • within a 24-hour period;
  • at the same aerodrome or operating site or remain within a local area specified in the operations manual; and
  • with the same pilot-in-command/commander of the aircraft.

Source: EASA Air Ops Annex 1 to VIII ] §AMC1 ORO.MLR.110]

Updated guidance for general aviation

2.8.2 A journey log book shall be maintained for every aeroplane engaged in international air navigation in which shall be entered particulars of the aeroplane, its crew and each journey.

2.8.2.2. Recommendation.—The aeroplane journey log should contain the following items:

  • aeroplane nationality and registration;
  • crew member names and duty assignments;
  • departure and arrival points and times;
  • purpose of flight;
  • observations regarding the flight; and
  • signature of the pilot-in-command.

Source: ICAO Annex 6 Part II

Particulars of the aircraft, its crew and each journey shall be retained for each flight, or series of flights, in the form of a journey log, or equivalent.

Source: EASA Air Ops Annex 1 to VIII , §GM1 ORO.MLR.110

We scan every flight log and have it electronically available at our home base on a full time, secured, network drive. We can download any log from anywhere with an Internet connection. We only carry enough past flight logs on the aircraft to prove a maintenance airworthiness release, a valid VOR check, and an RVSM check. Will this pass muster? I think so. I have been SAFA ramp checked and the subject never came up. I shared the stage at an NBAA International Operators Conference with a SAFA inspector and asked the question directly. The inspector agreed that an "electronic journey log book" will be sufficient.

(Source material)

Convention on International Civil Aviation Done at Chicago on the 7th Day of December 1944

EASA Air Ops Annex 1 to VIII, European Aviation Safety Agency, 09 May 2017

ICAO Annex 6 - Operation of Aircraft - Part I Commercial Aircraft, International Standards and Recommended Practices, Annex 6 to the Convention on International Civil Aviation, Part I, Eleventh Edition, July 2018

ICAO Annex 6 - Operation of Aircraft - Part II General Aviation, International Standards and Recommended Practices, Annex 6 to the Convention on International Civil Aviation, Part II, Tenth Edition, July 2018

easa journey log requirements

Electronic Tech Logs & how they can improve your operation

If you’ve ever glanced into the cockpit before or after a flight, there’s a good chance you’ll have seen one of the flight crew filling out a thick binder of paper forms. These forms make up what’s often referred to as the Aircraft Technical Log, Journey Log or, just the Aircraft Logbook. The digitization of this paper-based process provides many benefits to operators including cost reduction, delay reduction, and the opportunity for greater analytics surrounding aircraft operational performance and reliability. This article will explore how Electronic Tech Logs can achieve this and what steps operators should take to maximize the benefits.

What is an Aircraft Technical Log?

The Aircraft Technical Log (‘tech log’) is a process used to record and document the airworthiness status of the aircraft. Principally, the tech log will consist of a form completed on each flight or trip and supporting documentation on maintenance procedures and any deferred defect or damage on the aircraft.

The form is used to record aircraft utilization information such as flight times and cycles, alongside information on when the next scheduled maintenance is due, details of any open or deferred defects, and details of the last maintenance release.

The tech log is regulated for European operators under EASA Part-M/Part-CAMO regulations, but in other jurisdictions operators will often carry out a variation of a similar process. In some cases, these processes may be referred to as the Journey Log or Aircraft Logbook.

The forms filled out in the tech log are usually completed on carbonized paper to retain a copy on the aircraft and distribute the others to ground handling agents and the operator’s maintenance management team. As a paper process, this has its challenges, primarily: the risk of induced errors; the time required to process the paperwork; and the delays in the availability of information.

Errors in the paperwork are a common occurrence arising in 30-50% of all tech log entries, and these can cause significant risks to operators.

Firstly, as the hours and cycles recorded are used to determine when to carry out maintenance, a deviation either way from the correct value can either lead to a shortened, and therefore more expensive, maintenance interval, or the risk of missing a maintenance task and generating safety implications.

Additionally, on many aircraft under hourly maintenance programs, the cost of misrepresented aircraft hours can add up quickly.

Availability of data also causes challenges for operators. With a paper process, it can take days for details of a defect or a deferred item on an aircraft to be processed, and this can lead to reduced timescales to source parts and the risk of an aircraft left AOG. Recent changes introduced due to Covid-19 such as remote working have also created challenges in managing a physical paper process which requires the handling of original copies of paperwork and manual entry into maintenance systems.

Electronic Tech Log

An Electronic Tech Log, as the name suggests, is an electronic equivalent of the paper tech log process. Electronic Tech Logs come in many different guises from basic forms through to more sophisticated digital workflow applications such as TrustFlight’s Tech Log - these allow operators to not only replace the paper system but also leverage all of the benefits from a digital platform.

TrustFlight’s Tech Log is the leading System for business aircraft operators and provides a simple and intuitive app that can be installed on an operator’s existing iPad EFB device. This iPad app provides flight crew and engineers with a work-flow based approach to completing the tech log, with pre-filled data where available, and validation on any entries by the user. This is a different approach to many other systems which take the existing tech log form and just create a digital copy of it on a tablet.

In addition to the iPad app, TrustFlight’s system includes a complete management dashboard which allows the operator to view real-time information on their fleet status, open defects as well as managing integrations with popular systems in use throughout the industry such as CAMP.

The primary reason operators adopt an Electronic Tech Log is to save cost. This is initially gained through time savings from pilots creating the logs, and technical records clerks who must check and enter the logs into various maintenance tracking and scheduling systems.

With the electronic system, initial entry is quick and data is automatically imported into the various third-party systems. In total, this can save approximately 40 hours of work per aircraft per month.

This 40 hour saving greatly reduces the cost of processing tech logs, however, the hidden costs of inaccuracies can be much larger. As an example, a large business aircraft operator found they were overreporting utilization on one of their aircraft by over 20 hours a year, amounting to an extra $20k spent in maintenance program payments unnecessarily.

When it comes to managing defects on an aircraft, speed and access to up-to-date information are key. This is an area where the Electronic Tech Log shines as defects can easily be entered in the system at which point all required personnel are notified in real-time, and work can be started to resolve the items - even if the aircraft is in the air.

Additionally, being able to rapidly defer items on an aircraft in a quick and compliant manner can help significantly with reducing delays. TrustFlight’s Tech Log includes a complete digital MEL, which highlights relevant items and guides the user through all the requirements for deferral - an area operators commonly struggle to comply with.

Finally, one further benefit of an Electronic Tech Log is with the right system, data can be recorded to a much higher equivalent and with better compliance compared to a paper system. This allows more detailed analytics to be conducted on the aircraft to identify trends on defect reports or items such as delay factors.

Also, when it comes to selling an aircraft, being able to instantly provide a complete history of logs will prevent any risk of delays in transactions or difficulties when it comes to financing the asset.

How to get started

The system integrates with many of the common maintenance tracking and scheduling systems in use today, so with a short period of running the Electronic Tech Log alongside the existing paper process, an operator can switch over to the TrustFlight system and see benefits in a matter of weeks.

TrustFlight currently has multiple major business aircraft charter operators using the system within Europe, North America and the Middle East, including Flexjet & TAG Aviation.

Please contact [email protected] to learn how we can help your operation

easa journey log requirements

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Aircraft logbook

easa journey log requirements

Digital aircraft logbook is an official and legal way by EASA MLR.110 and FAA AC 120-78A. All your pilots with a copy of the aircraft journey log in the smartphone.

Following export formats are available:

  • ICAO Annex 6(Part I) Journey Log
  • EASA MLR.110 Journey log
  • Legacy Journey/Technical Log

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Aircraft technical log.

easa journey log requirements

A document specific to every aircraft which details the maintenance status of that aircraft. It must be carried on board an aircraft whenever it flies.

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Aircraft Technical Log

Aircraft technical log also know as techlog or log book.

The aircraft technical log is the primary source for technical and operational data on each flight that occurs on an aircraft. This data includes defects and malfunctions, block times and fuel consumption. It also records all maintenance carried out on an aircraft between scheduled base maintenance visits.

Aircraft Technical log techlog Entry page

Describe the TECHNICAL LOG with your own word.

Answer:- • Technical log is a document which shall contain all the information of the following:- a. Title page with the registered name and address of the operator, b. Type of aircraft and the full international registration marks. c. Certificate of Maintenance Review. d. Maintenance Statement of next inspection due. e. A readily identifiable section containing sector record pages. Each page shall be Pre-printed with the Operator’s name and page serial number and shall make Provision for recording the following: – The aircraft type and registration mark; – The date and place of take-off and landing. – The times at which the aircraft took off and landed. – Particulars of any defect in any part of the aircraft affecting the airworthiness or Safe operation of the aircraft which is known to the Commander or, if no such defect is known to him, an entry to that effect.

• All Malaysian registered aircraft in either public transport or in aerial work category which has a certificate of airworthiness in force subjected to regulation 29(1), part V, chapter 2 of MCAR shall maintain a technical log.

• The technical log shall be kept by the operator of the aircraft and shall be kept for a period of two year until the aircraft is completely out of service or destroyed (regulation 86,part ix).

• The technical log shall be carried in the aircraft (regulation 82, part ix) and the duplicate of the technical log shall be kept by the operator of the aircraft on ground.

• It is the responsibility of the commander(pilot) to date and sign the completion of the following item in the technical log:- 1. Times when the aircraft take off and landed. 2. Any defect which may affects the airworthiness of the aircraft. 3. Other particulars in respect of the airworthiness or operation of the aircraft as the Director General may require. 4. The arrival fuel state. 5. A Certificate of Release to Service for which the defects has been eliminated. 6. The quantities of fuel and oil uplifted, and the quantity available in each tank,or combination of tanks, at the beginning of each flight. 7. The total hours of flying to determine the next inspection. 8. Provision for pre-flight and daily inspection signatures. 9. The times when ground de-icing was started and completed.

•All the entries above must be made by the pilot immediately upon termination of the flight except in the case of:- -Consecutive flight on same day. -Nothing drop or projected beginning and ending at the same aerodrome. -If the same commander flying the same airplane, the entry can be made on the termination of the last flight. (if there is no defect have occurred on the previous flight).

•When there is additional information need to be added for a specific aircraft the Supplementary technical log will be required. Where the following few examples is required to be recorded. -Maximum or intermediate contingency power.(duration of maximum or intermediate power usage and subsequently to transfer the information to the engine log book or maintenance record). -Landings (Numbers of landing for undercarriage component life consideration). -Flight pressure cycle (Numbers of pressure cycles for fuselage life consideration.).

•The supplementary technical log information shall be assessed by the operator and approved by DCA.

References:

– BCAR Section A, Sub-Section A7-8 Page 1. – MCAR (Regulation 29(1), part V, chapter 2). (Regulation 82, part ix). (Regulation 86, part ix). – Air legislation, instructor note. – Instructor’s slide show.

Demystifying Flight Time Logging: Navigating Tricky Differences in Aviation Regulations

Logging the flight time can be a challenge when you need to meet the requirements of different authorities such as FAA, EASA and Transport Canada. While they share many similarities, there are some crucial differences that you should know to stay out of trouble and probably save some money.

Firstly, let me explain some terms.

PIC (Pilot In Command) is the person who assumes responsibility for the entire flight, fills out the aircraft logs, and has the final authority. According to EASA regulations, you can log PIC time only if you act as a PIC. However, FAA rules allow you to log PIC time in some other cases, which I will explain later in this post.

PICUS (PIC under supervision) is the person who acts as a PIC, but under specific circumstances. For example, in the UK, a student logs PICUS time during a checkride with the examiner. I haven’t seen PICUS time in the FAA regulations.

SIC (Second In Command). This is the co-pilot or first officer for a multi-pilot aircraft.

Safety pilot. This is not actually a pilot, but a person who monitors the pilot’s actions for some reason. Legally, they are passengers, but sometimes they can be a flight instructor who does not provide flight training (and, accordingly, does not log their flight time). In some very special cases they can log flight time too when they act as a required flight crew member (which I will explain later).

Passenger. This is just a passenger who does not perform any duties.

VMC (Visual Meteorological Conditions). These are meteorological conditions when there are visual references outside the aircraft, such as the horizon or landmarks on the ground. Essentially, it’s flight conditions outside the clouds or heavy precipitation.

IMC (Instrument Meteorological Conditions). This is when we are not in VMC. Usually, this is when we are in the clouds and cannot navigate using outside references. Legally, VMC has necessary minimums, and when we are below these minimums, we can consider the conditions as IMC.

VFR (Visual Flight Rules). Legally, we can fly under VFR when we are in VMC and can use outside references for navigation and separation from other aircraft. It does not mean that we MUST fly VFR in VMC, but we are definitely NOT allowed to fly VFR in IMC.

IFR (Instrument Flight Rules). These flight conditions assume that we use instruments for navigation and separation from other aircraft. We may not be able to see anything outside the aircraft, but it is not necessary. Legally, we can fly under IFR in both IMC and VMC. This is mainly relevant for EASA, where we can log IFR time in any meteorological conditions, but for FAA, we cannot log instrument time in VMC regardless of our flight rules. This is one of the essential differences between the two authorities.

Total time. This is the total flight time, regardless of the role we are performing as a crew member or a student. Of course, we log only cockpit time, your airline vacation trips do not count 🙂

Dual time. Dual given (or instructor) time means that we are providing flight instruction to someone. Dual received time means that we are receiving flight instruction from a certified instructor.

Night time. This is generally the time after sunset to sunrise, but there are some nuances. For example, FAA counts night landings only after 1 hour after sunset and not later than 1 hour before sunrise. Some EASA countries allow us to log night time no earlier than 30 minutes after sunset and not later than 30 minutes before sunrise. ICAO and EASA have the same definition, but there are some local regulations, such as in the CAP393 UK. It’s essential to check local documents to log night time correctly. I log night time from sunset to sunrise, and night landings one hour after sunset to be legal for both authorities.

Solo time. This is usually relevant only for students. It refers to the flight time when the student pilot is alone in the aircraft, without taking aboard even a passenger’s dog, regardless of whether the dog is licensed and knows how to fly the airplane or not. Once you have a license, only PIC time matters.

Solo acting. This means that only this person used the flight controls. Nobody else should touch the yoke, pedals, or anything that adjusts the flight parameters. For example, it can even be dual-received hours with a flight instructor next to you, but the instructor should not touch the flight controls. In the FAA world it is possible to log these hours are PIC time.

Instrument time refers to flight time using only flight instruments, without any reference outside the aircraft. This term is essential for the FAA, whereas the EASA uses IFR time instead. Clouds are not always present during the training, and initially, students do not want to fly in them. The FAA allows both actual instrument time (flight time in IMC) and simulated instrument time (flight time with a view-limiting device like a “hood” or “foggles”).

It is technically possible to log simulated instrument time even in VMC without a view-limiting device (“I used only flight instruments for flying”), but it does not make sense since a view-limiting device is a kind of guarantee. To log actual instrument time, the conditions should be real IMC, usually in the clouds, and not just below the legal VMC minimums. It’s kind of a very contradictory question, but it is safer to log simulated instrument time only with a view-limiting device and actual instrument time in the clouds to avoid any misinterpretation.

In the EASA world it is possible to log IFR hours any time on an IFR flight plan in the IFR-certified airplane, regardless of conditions outside.

Cross-country time. In EASA documents, the term “navigation flight” is used instead of “cross-country”, and refers to any flight where the aircraft departs from the circuit. For the FAA, it is any flight that a pilot conducts in an aircraft and includes a landing at a point other than the point of departure. However, there are additional limitations that need to be met to fulfill different criteria, which I will explain in detail.

Total flight time can be logged during any flight where any flight duties are performed.

Dual received time refers to training time with an instructor. This time should be logged when a flight instructor logs their dual given time. Usually instructors want to do that even if they don’t provide any verbal instruction during the flight and act more like safety pilots 🙂

IFR flight time can be logged with an IFR clearance and under an IFR flight plan, regardless of meteorological conditions. Instrument hours should be logged in IMC or with a view-limiting device, regardless of ‘real’ ATC clearance. For example, a flight instructor can give a ‘simulated’ ATC clearance.

As I’ve already said, there are some differences between EASA and FAA requirements for logging flight time.

PIC for the EASA and FAA

For EASA, it’s simple: you can only log PIC hours when you act as a PIC. This means that only one person can log PIC time. During flight training it is the flight instructor, who assumes responsibility. Dual received time cannot be logged as PIC time.

However, FAA regulations allow pilots to log PIC time in more cases. A pilot may log PIC time if they are the sole occupant of the aircraft, the sole manipulator of the controls of an aircraft for which the pilot is rated or has privileges, or is acting as PIC where more than one pilot is required (according to the ‘required crewmember’ rule), which is described in FAR 1.1, 61.51 [e] .

‘Required crewmember’ typically applies to multi-pilot aircraft, but it’s not the only case. The most interesting case, for example, is in a training airplane such as a small Cessna 152 or 172, if a pilot uses a view-limiting device, the second pilot becomes a required crewmember in VMC under VFR!

Another case where both pilots can log PIC time is flying with a flight instructor and manipulating the flight controls, but it is true only for the FAA world.

Logging cross-country (XC) time

Essentially, “cross-country” refers to a flight between a point of departure and a point of arrival using standard navigation procedures. The FAA provides this definition in 14 CFR 61.1(b)(3)(i) , and EASA FCL also mentions “following a pre-planned route.”

For EASA, any flight from airport A to airport B can be logged as a cross-country flight if it is planned and navigation procedures are followed, even the use of visual aids qualifies.

The FAA only allows flights at least 50 miles from the departure airport to be logged as cross-country flights for meeting private, instrument, or commercial minimums. More details can be found in this great paper from AOPA .

For meeting sport pilot minimums, any flight over 25 miles can be logged as cross-country.

However, the most interesting part is meeting the ATP minimums. It is not even required to have a destination! Any flight beyond 50 miles from the departure point can be logged as a cross-country flight, whether or not the aircraft lands somewhere else or just returns home after overflying some landmark.

In all other cases, a basic definition can be used. For instance, Part 135 allows flights from A to B to be counted as cross-country, even if less than 50 miles.

The nightmare begins if we don’t have an electronic logbook since the paper version does not have enough columns to summarize everything. Initially, I only had a paper logbook, so it took me some time to properly enter all previous flights into my electronic version and set the parameters, such as “cross-country more than 50nm,” “cross-country less than 50nm,” “acting as PIC” and so on 🙂

Hopefully, this information will prevent you from getting lost in the documents and regulations. If you require further information, do not hesitate to ask me!

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easa journey log requirements

A Complete Manual for Conducting International Flight Operations

Journey Log

The term Journey Log may mean different things to different operators. For some operators the “Journey log” may be comprised of several different documents, one document that tracks the aircraft and inspections, another document that provides the specifics of the departure and arrival points and crewmember assignments.

Other than navigating the aircraft the most important reason for having a complete Journey Log is having the necessary documentation to provide to a SAFA inspector.

Any findings that the inspector discovers with respect to the Journey log will be recorded. Typical findings would be things such as inconsistent data, flight details not recorded in the journey log, journey logbook not onboard, etc.

ICAO Recommendations for

Journey Log Documentation (ICAO Annex 6)

  • Aircraft nationality and registration
  • Crew member names and duty assignments
  • Departure and arrival points and times
  • Purpose of flight
  • Observations regarding the flight
  • Signature of the pilot in command

SAFA Checklist (item A21)

easa journey log requirements

NAV Envelope

Scott IPC produces a “NAV Envelope” which can be used to carry documents and has checklist items on the exterior of the envelope which serve to meet most of the requirements for the Journey Log.

easa journey log requirements

Revision date: July 29, 2015

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The material contained on this site is to be used for reference  only. You should always follow your primary resources first (aircraft manuals, government regulations, etc.).

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Jeppesen Professional EASA Pilot Logbook (Large)

€  48,00

With superb craftsmanship, pages that hold up to 10 years of data, and gold lettering for a personalized touch, the Private Pilot Logbook has become a tried-and-true favorite of aviation professionals. This version meets European FCL.050 requirements.

23 in stock (Available immediately)

easa journey log requirements

Description

Additional information.

This all-new version of Jeppesen’s most popular professional logbook complies with JAR regulations for logging flight time in Europe. Plus, it includes simplified pilot and aircraft annual summaries that can handle more than 10 years of data. This quality Jeppesen product will be a great addition to your flight bag. Made with archival paper for long-term record keeping. (Size: 17 cm x 28.5 cm x 2.3 cm)

  • Complies with JAR regulations for logging flight time in Europe
  • Room to log 10 years of data
  • Made with archival paper

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easa journey log requirements

Ensuring the Integrity of EASA Aircraft Technical Records – Correcting Errors & Omissions

Aircraft Technical Records

October 02, 2019

Sofema Aviation Services www.sassofia.com takes an Overview of Best Practice Technical Records Management Processes.

Brief Introduction to EASA Regulatory Requirement Concerning Correctness of Entries The regulations concerning the correction of Aircraft Technical Records are very straightforward and leads to no miss understanding, however, it is still necessary to develop the information, to ensure that different scenarios of documentation anomalies can be addressed within the organisation’s technical procedures document. (see examples below)

Regulatory Background

M.A.305 Aircraft continuing airworthiness record system

Regulation (EU) 2015/1536

(g) All entries made in the aircraft continuing airworthiness records shall be clear and accurate. When it is necessary to correct an entry, the correction shall be made in a manner that clearly shows the original entry.

UK CAA – CAP 562 – Book 2 Leaflet 5-70 Aircraft, Engine and Propeller Log Books

6 The Upkeep of Log Books

6.1 Permanent legibility is the keynote. Handwritten entries must be made in ink or indelible pencil. Any document kept in or with the logbook should be either securely attached or kept in an attached pocket but should not prevent reference to the page to which it is attached.

6.2 Initiation of a continuation logbook is the responsibility of the user and he should transfer sufficient data for continuity and should number the logbooks consecutively.

6.3 Each completed column of figures should be totalled and carried forward.

6.4 Any error should be corrected but remain legible. The corrections should be signed.

In a machine system errors discovered after the data has been inserted into the memory should be corrected by a new entry not an erasure and the correct entry annotated as a correction with an authorisation code.

Best Practice Considerations In light of the above, it is necessary to develop organisational procedures which ensure the following:

a) Legibility – All information MUST be clear and understandable

b) Contain an “Audit Trail” – Means all information is appropriately related and controlled

c) Any Errors discovered are identified as such without obliterating or defacing the information – specific reference to the correct information with audit trail & authority

d) CRS Certifications may only be made by authorised staff – if a missing CRS is found it must be addressed immediately through Maintenance Control and Quality Assurance

Case Study – Do Not Underestimate the Importance of the Technical Records Role

On preparing to send the log card to stores for NLG Retraction Jack, the engineer noticed that the last overhaul date on the log card was 24/9/08, more than 6 years ago.

The overhaul EASA Form One is dated 25/9/08, verifying the log card. The part has a 12000 cycle /6-year overhaul life, meaning the next overhaul was due in September 2014.

The Retraction Jack was removed from the aircraft in February 2015, and the overhaul, therefore, went overdue by approximately 5 months.

The ’cause’ would appear to be the overhaul of the retraction jack being incorrectly claimed on the maintenance database from the date of the first fit, 1st April 2009, rather than the date of overhaul. This would have led planning to work on the assumption that the overhaul was due by 31st March 2015, as forecast.

In 2004, the NTSB accident report of the Charlotte USAir Express Accident (AAR-04-01) stated that the FAA should: “…require 14 CFR Part 121 air carriers to implement a program in which carriers and aircraft manufacturers review all work card and maintenance manual instructions for critical flight safety systems and ensure the accuracy and usability of these instructions so that they are appropriate to the level of training of the mechanics performing the work…”

In 2007, a report by the Confidential Human Factors Incident Reporting Programme (CHIRP) from the United Kingdom (www.chirp-mems.co.uk) indicated the top two most frequently occurring errors reported were:

(1) information not used and

(2) procedures not followed.

Mitigation Measures A procedure has been introduced for all critical components to be checked by a second member of the technical records department post fitment.

This procedure should discover any errors like that made in this case, in time to rectify them before a maintenance activity is due.

Therefore this is unlikely to reoccur for any critical components fitted since the procedure was introduced.

Examples of Error to be found Some Work packages can contain very complicated tasks including Repairs, Modifications, Service Bulletins, Airworthiness Directives, Supplemental Type Certificates (STC’s) and it is important that completeness of the task together with the correct identification of a recurrent requirement is clearly understood and correctly recorded into the system.

Who Can Change Technical Information Within a Work Package? It depends on what we are changing, for example, if there is an error in a part no or serial no and we have the original EASA Form 1 – clearly this does not require the certifying staff to involve – but we still need to know who has made the change.

An acceptable solution is to authorise technical record staff with the necessary competence by providing them with a personal stamp to “show ownership” (audit trail) of the correction – (paying attention to item “c)” above.

If a task has not been performed correctly due to a misunderstanding by the certifying staff – then it is necessary to immediately raise awareness (maybe the task needs to be issued and to raise an internal report so that the root cause & human factor can be considered).

Sofema Aviation Services www.sassofia.com and SofemaOnline www.sofemaonline.com provide EASA compliant regulatory classroom and vocational training. For more details please see the websites or email [email protected] or [email protected]

Aircraft continuing airworthiness record system, Aircraft Technical Records, Correctness of Entries, EASA, Errors

easa journey log requirements

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easa journey log requirements

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easa journey log requirements

Logging Flight Hours

Jonathan van Benthum

Hello everyone, 

Does anyone have any experience or insight on logging flight hours on a non-EASA registered airplane? Due to being stuck outside the EU I've got an opportunity to do some flying in Thailand and was wondering if I could log the hours? 

Thanks in advance 

Comments (6)

Default profile image

Hi Jonathan, I'm sorry but I don't really understand your question. If it's about logging the hours in your pilot logbook, then it shouldn't matter where you are (as long as you're qualified to fly that aircraft and your license is valid in that country). If you are talking about logging hours in the aircraft logbook, then format do change between countries but he info is roughly the same. Or are you worried your hours logged in Thailand won't be valid in EASA?

I'm worried my hours logged in Thailand won't be valid in EASA. I've got both an Easa and Thai Caat cpl.

Even a student with no licence can log flight hours.

Thomas Dietrich

Of course you can log the hrs flown in Thailand on a Thai reg plane.

Tim-Peter Voss

How is that covered by legislation? The airplane is out of the EASA system, right? - so it would be same like with Annex I aircraft before the recent clarification in the AMC!?

No problem at all. An airplane is an airplane and the laws of physics are the same all over the world. There is nothing in the EASA regulations that specifies that experience logged must be acquired on EASA MS registered aircraft. Lots of pilots holding EASA licences log hours built on N-reg.

The minor problem that you may run into however, is that some countries require you to log things for which there is no column in your logbook. For example, in the US you may be required to log time flown by reference to instruments, while in Europe you only log IFR time. The way I solved this is by keeping a written EASA logbook, and a spreadsheet with additional information.

If you get instruction in Thailand, that may not be counted towards the equivalent EASA rating.

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easa journey log requirements

General Aviation

IMAGES

  1. Flying

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  2. Pooleys Technical and Journey Logbook *Meet the NEW Regulations for

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  3. Pooleys Technical and Journey Logbook *Meet the NEW Regulations for

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  4. Flying

    easa journey log requirements

  5. Standard EASA FCL-Compliant Pilot Log

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  6. Aircraft Journey Logbook

    easa journey log requirements

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  1. Max Sternberg #74

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  5. Panilla Saga: Journey Log

  6. January 8th

COMMENTS

  1. Easy Access Rules for Air Operations

    This document is issued by the European Union Aviation Safety Agency (referred to as both 'EASA' and 'the Agency') to provide its stakeholders with an updated, consolidated, and easy-to-read publication. It has been prepared by putting together the officially published EU regulations with the related EASA certification specifications ...

  2. Acceptable Means of Compliance and Guidance Material to Annex II ...

    flights may be recorded in the aircraft technical log or journey log as a single entry. GM2 SAO.GEN.130(m) Responsibilities of the pilot-in-command SERIES OF FLIGHTS (a) 'Series of flights' refers to consecutive flights, which begin and end: (1) within a 24-hour period; and (2) at the same operating site or remain within a local area.

  3. Flying

    The log allows you to show exactly who was piloting the aircraft where at any time. The same journey log is required for cars if you charge the costs to a company or deduct it from your income tax. The requirement for a journey log for international flights has existed since 1944 when the Chicago Convention was signed.

  4. Journey Log Book

    Completed journey log book should be retained to provide a continuous record of the last six months' operations. Source: ICAO Annex 6 Part I. Paragraph 11.4.3 recommends the journey log book be "retained" but doesn't say it has to be on the aircraft. I think if you have electronic access to them you should be okay.

  5. Acceptable Means of Compliance (AMC) and Guidance Material (GM ...

    European Aviation Safety Agency Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part-NCO Initial issue 23 August 20131 1 For the date of entry into force of this amendment, refer to Decision 2013/022/R in the Official Publication of the Agency.

  6. PDF Aircraft Technical Logs

    OTAC s/n 209. General. The Aircraft technical log is also known as the "tech" log or logbook. The aircraft technical log is the primary source for technical and operational data on each flight that occurs. This data includes defects and malfunctions, block times and fuel consumption.

  7. Electronic Tech Logs & how they can improve your operation

    The tech log is regulated for European operators under EASA Part-M/Part-CAMO regulations, but in other jurisdictions operators will often carry out a variation of a similar process. In some cases, these processes may be referred to as the Journey Log or Aircraft Logbook.

  8. Aircraft logbook

    Digital aircraft logbook is an official and legal way by EASA MLR.110 and FAA AC 120-78A. All your pilots with a copy of the aircraft journey log in the smartphone. Following export formats are available: ICAO Annex 6 (Part I) Journey Log. EASA MLR.110 Journey log. Legacy Journey/Technical Log. Pilot Logbook, VFR navigation, Flight School ...

  9. Journey Log

    The specific language is, "A journey log book shall be maintained for every airplane engaged in international air aviation in which shall be entered particulars of the airplane, its crew, and each journey." 2.8.2. It is recommended the log contain the following: Airplane nationality and registration. Date. Crew member names and duty ...

  10. PDF Jeppesen Aviator Journey Log

    e Assures compliance with airline data requirements by enforcing mandatory completion of journey log fields prior to flight closure. e Supports advanced analytics through storage of journey log data in XML format. 9976 CA 08_22 jeppesen.com Learn more about what we offer. Aviator Journey log is just one module in the Jeppesen Aviator suite of ...

  11. Aircraft Technical Log

    Definition A document specific to every aircraft which details the maintenance status of that aircraft. It must be carried on board an aircraft whenever it flies. Related Articles Airworthiness Continuing Airworthiness

  12. Maintenance & Avionics

    For example, when we overhaul an engine, we put a sticker in the logbook that says we, maintenance organisation No. XX.XX.XXXX, have overhauled and bench-tested the engine No. XXXXXX at XXX hours TTSN/SMOH in accordance to such and such documentation, and certify it as airworthy, and issue an EASA Form 1, which also gets stapled into the logbook.

  13. EASA publishes Guidance on Carriage of Electronic Documents

    The European Union Aviation Safety Agency has published a guidance document with respect to the carriage of electronic documents for aviation purposes . Increased digitalisation has radically transformed many established processes and practices. The aviation sector is no exception to this and is already a big user of digital data and processes.

  14. EASA operations, equipment and document carriage requirements

    Page 6 - a Journey Log "Particulars of the aircraft, its crew and each journey shall be retained for each flight, or series of flights, in the form of a journey log, or equivalent." No specification on how far back this has to go, so this is a bit meaningless. Anybody has any ideas on the intended meaning and more relevantly the likely enforcement?

  15. How should I log total hours flown in different countries?

    No, it is not mandatory to bring your flying hours from the European logbook to the "AMOUNT FORWARD" section in the American logbook. In the USA, logging time is not required at all other than information for required recent experience and check ride prerequisites. Also, there is no reason the EASA logbook is not an acceptable document for that ...

  16. Technical log book

    Aircraft technical log also know as techlog or log book. The aircraft technical log is the primary source for technical and operational data on each flight that occurs on an aircraft. This data includes defects and malfunctions, block times and fuel consumption. It also records all maintenance carried out on an aircraft between scheduled base ...

  17. Demystifying Flight Time Logging: Navigating Tricky Differences in

    ICAO and EASA have the same definition, but there are some local regulations, such as in the CAP393 UK. It's essential to check local documents to log night time correctly. I log night time from sunset to sunrise, and night landings one hour after sunset to be legal for both authorities. Solo time. This is usually relevant only for students.

  18. Savant Aero

    Typical findings would be things such as inconsistent data, flight details not recorded in the journey log, journey logbook not onboard, etc. ICAO Recommendations for. Journey Log Documentation (ICAO Annex 6) Aircraft nationality and registration. Date. Crew member names and duty assignments. Departure and arrival points and times.

  19. Jeppesen Professional EASA Pilot Logbook (Large)

    Home / Pilot Supplies / Logbooks / Jeppesen Professional EASA Pilot Logbook (Large) € 48,00. With superb craftsmanship, pages that hold up to 10 years of data, and gold lettering for a personalized touch, the Private Pilot Logbook has become a tried-and-true favorite of aviation professionals. This version meets European FCL.050 requirements.

  20. Ensuring the Integrity of EASA Aircraft Technical Records

    On preparing to send the log card to stores for NLG Retraction Jack, the engineer noticed that the last overhaul date on the log card was 24/9/08, more than 6 years ago. The overhaul EASA Form One is dated 25/9/08, verifying the log card. The part has a 12000 cycle /6-year overhaul life, meaning the next overhaul was due in September 2014.

  21. Frequently Asked Questions

    Our frequently asked questions area is constantly updated with new questions coming from our users and stakeholders. The Agency. EU restrictive measures against Russia. Brexit. Regulations. Basic Regulation. Initial Airworthiness. Additional Airworthiness specifications. Continuing Airworthiness.

  22. Technical records

    There is no specific requirement to retain the EASA Form 1 of such components unless needed to comply with the requirements set forth in M.A.305(e) or ML.A.305(h) for determining the continuing airworthiness and configuration of the aircraft.

  23. Logging Flight Hours

    An airplane is an airplane and the laws of physics are the same all over the world. There is nothing in the EASA regulations that specifies that experience logged must be acquired on EASA MS registered aircraft. Lots of pilots holding EASA licences log hours built on N-reg.