Stupid Question

The Korean war vet who did not convert his military flying
to a FAA commercial, but got a pad of temp certificates and
wrote himself a commercial and when it was time to become
captain, wrote himself an ATP. They finally caught him.



"karl gruber" wrote in message
...
| Yea.........The one I remember most is where the FAA
inspectors were handing
| out type ratings to each other.
|
| Karl
| "Curator" N185KG
|
|
| "Robert M. Gary" wrote in message
|
oups.com...
|
| Newps wrote:
| Robert M. Gary wrote:
|
| Plus if your logs show 5000 hours in your aircraft
the feds can always
| ask to look at the aircraft log books. If its in a
rental aircraft the
| FBO will certainly have logs of it.
|
| Not without one hell of a lot legwork. If I claim to
have rented planes
| all over the country the FAA will have a lot of work to
do to prove I
| didn't.
|
| But if the FAA suspected you had inflated your log book
you can bet
| they would. In fact there have been several scandals in
which the FAA
| has done just that.
| -Robert
|
|
|

jmk wrote:
snip

NOW - as to the hours and types of aircraft a pilot may CLAIM to have
flown, when he's at the bar and trying to pick up the sweet young thing
on the stool next to him... Well, that's another matter entirely!
{:) [These tales traditionally start with the words, "There I
was..."]

Hehehehe...I met a guy at the airport bar once who claimed he flew 737's
for American and was laying it on pretty thick. It was pretty funny,
and pretty obvious to me that he was faking it...especially when he
flashed his "jet license" at me. Not sure what the back said, but the
front definitely said "private pilot"! I said how impressed I was, then
opened my purse and started fiddling with my four certificates. lol He
backed off pretty quick after that.

"Jose" wrote in message
. com...
Isn't it up to you to prove you did?
I did, it's in the logbook.

No, what's in the logbook is your statement, nothing more. It's a claim,
not proof.

It is the legally required documentation, however. You are confusing
scientific proof (which requires complete, flawless documentation) with
legal proof (which requires only that one comply with the legal
requirements).

There's no way the FAA can expect a pilot to be able to provide independent
documentation of every single flight hour in their logbook.

Just as an example: I am now on my third Hobbs meter in my airplane. The
previous two have since been destroyed (thrown away). There is no paper
trail, other than my mechanic's say-so, that the meter was replaced at the
time claimed in the logbook. And other than the Hobbs meter, there is
absolutely no documentation of actual hours flown in my airplane (for that
matter, even if I had the original Hobbs meter, I could easily just activate
it and let it run without bothering to fly).

The closest thing that one might come to additional documentation is fuel
purchase records but a) I don't keep those records, b) I doubt the credit
card companies keep those records indefinitely, c) not all of my fuel
purchases were even made with a credit card, and d) even if the records were
available, they are impossible to translate directly and accurately into
flight hours.

There are plenty of other examples of "no paper trail" flight hours, and the
pilot's inability to provide that paper trail is NOT grounds for the FAA
taking action against the pilot. To make their case stick, they would have
to demonstrate positively that flight hours recorded in the logbook were not
flown.

Which they do. The thought that the FAA wouldn't do the legwork required to
examine each and every hour of a logbook of a pilot they suspected of
cheating is silly. That's the examiner's job, and if they have good reason
to believe they are logging fake hours, they're going to do that legwork.
If for no other reason than to prove themselves right.

Pete

"Jose" wrote in message
.com...
One trick an instructor showed me... cut the master switch off. The
engine keeps running... and no time logged.

Doesn't the hobbs usually bypass the master, like the clock?

Some do, some don't. As you've seen yourself, the actual installation of
the Hobbs meter varies. The most common is to hook it directly to the power
source through an oil pressure switch, but some go through the master
(either in addition or instead of), some are hooked to a gear squat switch,
some may be hooked to some airspeed sensor, or manifold pressure sensor, or
whatever.

Pete

"Robert M. Gary" wrote in message
ups.com...

Bob Martin wrote:
One trick an instructor showed me... cut the master switch off. The
engine keeps running... and no time logged.

Strangest tach I've ever seen. With the exception of a few digital
tachs, all the ones I've seen have been geared with the engine and work
just great w/o power.

It sounds to me as though you are assuming that the airplane in question had
an hour meter in the tachometer, or that it had an hour meter at all.

Hour meters are not required by regulation, nor do all airplanes with hour
meters have one built into the tach.

Of course, the message to which you've replied most recently most likely was
not intended as a direct reply to the original "If he didn't log the flight,
then the aircraft didn't either" comment anyway, and was likely referring to
an electrically powered Hobbs meter, which do sometimes wind up switched
through the master.

Pete

In two airplanes that I own(ed), (Piper Seneca and Piper Cherokee) the hobbs
is poswered directly from the battery, through an inline fuse, and through
an oil pressure switch on an engine. Turning off the master would have no
effect.
"Jose" wrote in message
.com...
One trick an instructor showed me... cut the master switch off. The
engine keeps running... and no time logged.

Doesn't the hobbs usually bypass the master, like the clock?

I rented from one outfit that connected the hobbs to the master, and
nothing else (no oil pressure sensor). I clicked off a few tenths doing
my preflight, setting up radios, etc, before I caught on.

Jose
--
The monkey turns the crank and thinks he's making the music.
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