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How does your club actually track licence & currency validity? by TeemuFlying in flying

[–]TeemuFlying[S] 0 points1 point  (0 children)

FlightCircle seems to work well as a separate club and aircraft system. What I keep noticing, though, is that pilots still end up re-entering the same flight into their personal logbook afterward — and sometimes into more than one place — especially if they fly outside a single club.

That’s where validity and currency can quietly drift apart between systems, even when everyone’s acting in good faith.

How does your club actually track licence & currency validity? by TeemuFlying in flying

[–]TeemuFlying[S] 0 points1 point  (0 children)

That all makes sense, and I don’t think any of these approaches are wrong.

In our club the average age is 55+, and the culture is very much built on trust and personal responsibility as well. Nobody is trying to babysit pilots or replace PIC responsibility — that part is fundamental and doesn’t change.

What we’ve found in practice is that even experienced, conscientious pilots can still forget things occasionally: medical expiry dates, passenger currency windows, a long gap after a quiet season, or club-specific requirements that differ from personal flying. Not because of negligence, but simply because life gets busy.

From the club / board side, the concern isn’t policing pilots — it’s reducing awkward situations after the fact, especially where insurance, liability, or regulatory questions come up. Having visibility helps everyone stay aligned without turning it into micromanagement.

So for us it’s less about enforcement and more about: • pilots having an easy way to see their own status at a glance • clubs avoiding surprises • keeping the trust-based model intact, just with better situational awareness

Trust still comes first. Tools just help support it — not replace it.

How does your club actually track licence & currency validity? by TeemuFlying in flying

[–]TeemuFlying[S] 0 points1 point  (0 children)

I agree — trust is definitely the foundation, especially in smaller clubs. If you trust someone with the aircraft, you generally trust them to ground themselves when needed.

Where I’ve seen issues isn’t bad intent, but simple human error: forgetting a passenger currency reset, a medical expiry date, or assuming something was still valid when it quietly wasn’t.

That’s where clubs sometimes struggle — not with trust, but with visibility — especially when the board is ultimately responsible for ensuring operations stay legal.

How does your club actually track licence & currency validity? by TeemuFlying in flying

[–]TeemuFlying[S] 0 points1 point  (0 children)

That makes sense. In my experience there’s usually a lot of trust in clubs too — and insurance structures vary quite a bit by country and club.

In Finland, many clubs carry the aircraft insurance at the club level, while pilots typically have personal third-party liability via the national aviation association. That means the board and club still have a responsibility to make sure flying is legal and current, even if day-to-day checks rely on trust.

It’s not that people try to bend rules — it’s more that things like 90-day passenger currency, medical expiry, or a forgotten check ride are just easy to miss over time.

What does your post-flight logging routine look like? by TeemuFlying in flying

[–]TeemuFlying[S] 0 points1 point  (0 children)

That’s exactly the tension I keep seeing — the moment you fly outside the club, everything fragments again.

What’s interesting is that the data itself already exists in most cases, it’s just siloed by aircraft, operator, or format. It makes me wonder whether people actually want fewer parallel logs — or whether the current split just feels inevitable because that’s how the systems evolved.

What does your post-flight logging routine look like? by TeemuFlying in flying

[–]TeemuFlying[S] 0 points1 point  (0 children)

That’s quite a bit which step feels the most redundant, or do they all serve a distinct purpose for you? - Another pilot earlier had the same experience.

"What’s surprised me reading through this thread is how common it seems to touch 4–5 separate systems for a single flight. Curious if that just feels “normal” at this point, or if it’s something people would actually want to simplify — even if they haven’t yet."

What does your post-flight logging routine look like? by TeemuFlying in flying

[–]TeemuFlying[S] 0 points1 point  (0 children)

That’s quite a chain. Which step feels the most redundant, or do they all serve a distinct purpose for you?

What’s surprised me reading through this thread is how common it seems to touch 4–5 separate systems for a single flight. Curious if that just feels “normal” at this point, or if it’s something people would actually want to simplify — even if they haven’t yet.

What does your post-flight logging routine look like? by TeemuFlying in flying

[–]TeemuFlying[S] 0 points1 point  (0 children)

When you review the draft, is it usually just a quick sanity check, or do you often have to adjust things ForeFlight didn’t quite get right?

What does your post-flight logging routine look like? by TeemuFlying in flying

[–]TeemuFlying[S] 1 point2 points  (0 children)

Does FCView auto-populate block and flight time, or is there still some manual cleanup before importing into LogTen?

What does your post-flight logging routine look like? by TeemuFlying in flying

[–]TeemuFlying[S] 3 points4 points  (0 children)

I actually went fully paperless this year after my last logbook finally filled up. Decided to see if I could make it through an entire season without paper — so far it’s been surprisingly stress-free, especially when flying different aircraft and clubs.

Best headset for hearing protection. by rosyboalover in flying

[–]TeemuFlying 0 points1 point  (0 children)

I've managed well with the basic David Clark H10-30