Yes, you can
and NOT an "add" icon 
. If you see an "add" icon, STOP, or you will get duplicate flights!
If you have a language/country setting that is outside of US-English, There is a bug in Excel where it doesn't send your language/locale information to the site. When you refresh, therefore, it defaults to US-English conventions (including displaying dates in month/day/year format, instead of whatever date format is appropriate for your locale.)
There is a workaround, although it's a bit of a hack:
You can read more detail about how properties work here. In the interests of keeping the list of properties from exploding (it's already over 600 properties!) we generally try to add properties that meet one of the following criteria:
Most other things - e.g., introduction to a particular procedure - are best handled as simple comments in the flight. MyFlightbook does not try to cover all elements of a given curriculum/syllabus.
If you believe that you have something that should be included as a flight property, please contact us.
MyFlightbook supports bulk-import of flights and of aircraft from a "CSV" file format.
Go to the Import Flights page and you can see the details for how to do this. It is basically a three step process:
MyFlightbook doesn't have fixed pre-defined categories of what get totaled; it is all dynamically generated from the type of flights that were flown and the aircraft in which the flights were flown. So what I recommend people do is create one or more "catch-up" flights to capture these totals.
MyFlightbook now has functionality to help you create these flights. Click on the "Logbook Tab" and then "Starting Totals", or click here. There's a video tutorial on this process here.
When you import flights into MyFlightbook, they are all treated as new flights*. So if you import multiple times, you can get duplicate flights.
If this happens, you can bulk delete your flights from the Account section of your profile.
*If, however, you start from a spreadsheet that you download from MyFlightbook, each flight will include a "FlightID" column. This value is assigned by the MyFlightbook server (do not assign it yourself!) and uniquely identifies each flight. If a flight on a spreadsheet that you import has a FlightID column, and you already have a flight in your logbook with that ID, then that entry in the spreadsheet will update the existing flight in your logbook rather than creating a new flight. You can use this for bulk-edit of your logbook, if necessary.
Usually this is one of three things:
If none of these work for you, please contact us and we can usually help get things into shape.
Aircraft on MyFlightbook are shared among pilots. When you enter an aircraft with a tailnumber that is already in the system, the model that you specify for the aircraft is ignored in favor of the one already in use, on the assumption that the other pilots probably have it right. This ensures, among other things, that maintenance updates recorded by one pilot are reflected for another.
But if you go and edit the aircraft, that is treated as an affirmative "Hey, I MEANT for it to be model x." and the aircraft is updated accordingly. The system looks at the edit you make and determines if it is a major or a minor change. A major change would be, for example, changing a C-172 to a Boeing 737; a minor change would be editing a C-172P to be a C-172N. For minor changes, the underlying aircraft is edited. For major changes, the aircraft is cloned and you are put into the new version.When this happens, ALL of the pilots flying that aircraft receive a notification of the change, as do the administrators for the service, so that it can be reviewed.
If you have any questions, by all means please contact us.
You do not need to explicitly record high-performance/tailwheel/turbine/complex time in MyFlightbook. Since this is an attribute of an airplane (more accurately, of an aircraft make/model) used in a flight, it is implicit in that flight.
So, for example, simply recording time in, say, a Bonanza will add to your high-performance and complex time, and recording time in a Stinson will add to your tailwheel time.
Checkrides have two dimensions: there's the level/privileges of the rating (recreational/sport/private/commercial/instrument/ATP/CFI/CFII/new type) and there's the category/class/(type) for which the checkride confers the rating.
To be more precise, there really isn't anything called a "multi-engine checkride" (or "helicopter checkride" or "seaplane checkride", etc.). Technically, you have a private pilot, commercial, or similar checkride which was applicable to multi-engine aircraft.
MyFlightbook very deliberately keeps it to just the first dimension, if only because the # of potential ratings if you enumerate them on both dimensions explodes rather quickly (and when you factor in type ratings, it is essentially unbounded).
Besides, it's generally redundant to specify this anyhow: if one performas a private pilot checkride in a multi-engine airplane, it's pretty clear from just that data that it was a "multi-engine checkride."
There are three properties from which you might want to choose to indicate such a flight, though. You can add these in any combination you like (and, of course, supplement with comments):
The short answer is to simply record these fields discretely; MyFlightbook can compute the combined times.
Look in the 8710 form to see an example of how this is computed.
Since a flight is generally a cross-country flight or not a cross-country flight (indicated by time being recorded in the cross country field), the minimum of the (cross country time, PIC time) is used to determine PIC Cross-country time for that flight (and analogously for solo or dual cross-country time). The PIC (or solo/dual) time for a flight might be less than the whole time for the flight (for example, if flying duties are shared) which is why the minimum of the two values is used.
The short answer is: "However you like". But there are different kinds of cross country.
For flights that simply leave the pattern, the fact that you left the pattern is implicit in the fact that the "Route of flight" field contains more than one airport. If you want to find totals for these sorts of flights, MyFlightbook lets you search for "non-local" flights, which is really what these are. These flights count for Part 135 cross-country, so this can be a handy way to find your Part 135 cross-country totals.
For flights that are greater than 50nm from the original point of departure, use the Cross Country field. Note that the mobile apps will fill this in for you automatically if it sees any pair of airports in the route of flight that are more than 50nm apart from each other. There is an interpretation from the FAA here that gives some interesting perspective on this.
More information and more suggestions can be found in the blog.
If you have a paper logbook and your totals do not match what MyFlightbook is reporting, then with one small exception (discussed below), the issue is either an error in the manual addition, a data discrepancy between paper and MyFlightbook, or both; you can trust that the math done by MyFlightbook is correct for the data is in your logbook.
Obviously, since only you have access to the paper, only you can find the math error or data discrepancy, but here are a few techniques that can help.
MyFlightbook adds to your totals any flight for which you have a non-zero value in the Total Time field. This is because for some simulators, under some circumstances, you are entitled to do so.
But in general, the rule that MyFlightbook follows is to defer to your judgment; so if you log it, the assumption is that it should count.
Stated another way, if it shouldn't count towards your total time, you should leave the Total Time field for a flight blank (0). Typically, you would put the time of the simulator training
into the "Ground Sim" field instead.
Category/class time (e.g., ASEL, AMEL, etc.) in MyFlightbook is defined as the subset of Total Time flown in that category class. So there is, by definition, no way to include something in your totals and NOT have it count in the category/class time. Stated another way, if you're entitled to log the 2.5 hours of full-motion Boeing 777 time as total time, then you are also entitled to log it as AMEL time (and AMEL/Boeing 777 time).
Regardless of the above, you can see your total sim time or your total real-aircraft time, by searching based on aircraft characteristics; there is an option to restrict to just sims or just real aircraft.
Note that many ratings have total time requirements and allow sim time to credit towards those minimums. In general, MyFlightbook respects this automatically. But if a rating expresses a requirement like "500 hours total time, of which 40 hours may be in a simulator", this does *not* say that the sim time can be logged towards total time. Rather, the correct way to read interpret this is that (a) your total time in a real aircraft must be at least 460 hours, and (b) the total time in real aircraft plus total time in (appropriately certified) training devices must exceed 500.
If you use the MyFlightbook app on a mobile device, it can detect takeoffs and landings for you.
The MyFlightbook mobile app can auto-detect take-offs and landings. It does this strictly by speed. When you exceed a particular speed (which you can set), that's a take-off. When you fall below a slightly lower speed (usually 10-15kts less than the take-off speed), that's a landing. When this happens, the nearest airport is appended to your route of flight and the landing count is incremented.
It works pretty well, but not perfectly, as it is possible to see GPS samples that include a bogus speed value. The app does filter samples to try to minimize this, but this is a tricky tuning problem, for three reasons:
I've found the following affect the accuracy of the landing counts:
).
This is an approximate number of flights per page because the height of each row cannot be determined with accuracy before rendering of the entire page.
The system does try to adjust the row height based on the data a given flight contains - more data is assumed to require more height, reducing the number of flights on the containing page, but this is just an approximation. Things that contribute to "more height" include: long comments, lots of properties, images (if images are included in the print view) and signatures (if signatures are included)
Please read this blog post for some fascinating insights into why. That said, I encourage the use of "continuous" mode because it avoids all of the approximation issues while sacrificing no functionality that has any actual (vs. perceived) value.
If you want per-page subtotals and a reasonably consistent number of flights per page, there are some things that you can do to ensure that each flight takes a similar height:
If you share a link to the flight with someone, they will see high-level details of the flight including:
If you turn off the sharing attribute for the flight, then even with the link, they will see nothing more than the route of flight - nothing to identify you.
You can change this setting at any time.
Because you are likely to report your flying based on the results of such searches, queries on MyFlightbook are highly structured in order to avoid false positives or negatives. This is why searching is not a simple field into which you can simply type search terms like on Google.
Hopefully, the search form - while obviously more complex than a simple search field - is easy to use. That said, there are a few techniques that can help you refine your search.
Yes. You must first designate your instructor as being such in MyFlightbook. Once they have accepted your invitation to be their instructor, they can provide "back of the logbook" endorsements.
There are a wide variety of endorsement templates in the system, including:
There is even a free-form template for endorsements that are not built-in.
Yes; there are multiple ways to do so:
The FAA does accept digital signatures, and outlines the criteria for doing so in FAA circular AC No: 120-78B. While we believe MyFlightbook is compliant with this AC (and we explain why we believe MyFlightbook is compliant here), the FAA has thus far not indicated willingness to even evaluate, much less certify, online logbook systems for compliance.
