Hey everyone, looking for some logbook advice. For those of you with military and civilian flight time, do you keep everything in one logbook or maintain separate records? Also, if there are any rotor pilots, do you separate rotorcraft and fixed-wing hours, or log them all together? Curious what system has worked best for everyone!

Hey Pilots - Quick heads up for the people in here, because you’ve got the inside track on this and I don’t want you to miss it. When we opened Elite Crew Coaching, I figured the discounted spots would take a while to fill. They haven’t. We’re down to 13 spots left at $1,999 (it goes back to $2,737 after that). You all know what we’re about in here. But Elite Crew is the next level, and here’s what actually changes when you join: Mentoring by the people who did the hiring. Not pilots who just passed an interview. You hear it straight from coaches who sat on the panels and made the calls, so you stop guessing what airlines want. You walk in confident because you’re prepared, not just hoping based on hearing someone else’s experience. You’ll know how the questions are asked, what they’re looking for and what separates a yes from a no on the most important conversation of your aviation career. You get live coaching, not a one-and-done course. Weekly calls with Big Ern plus the Rewinds library, so you get real answers to your situation as it changes. And you follow one proven path instead of piecing it together from YouTube and Reddit. The Masterclass, airline-specific intel, workshops, and your own Career Roadmap, all in the right order. Here’s why it’s worth moving on. This isn’t really about the price. It’s about a $12 million decision. Major airline pilots earn roughly $17 million over a career. Regionals, around $5 million. Every month it takes to get hired is another $50,000 off the table. Elite Crew is about closing that gap. Because you’re part of this community, you get in at the discounted price. Use code SKOOL at checkout to get it for $1,999. And you’re not risking anything. The Big Ern Guarantee: if you feel you’re not improving with the program in 30 days, Ernie refunds your purchase. You have nothing to lose. 13 spots. When they’re gone, the price goes back to $2,737. Grab your spot here: https://airlineinterviewprep.aviatorintelligence.com/elite-crew

Quick one for the people already in here. You know how we do things. You've seen the way we break down an interview, a resume, a logbook, an application. Now we've built something new, and I wanted you to have it first before we open it up to everyone. It's called Elite Crew Coaching. It's coaching from people who didn't just pass airline interviews. We sat on the panels and made the hiring decisions. 30+ years of combined experience. Thousands of pilots seen up close. That's the perspective you get on your resume, your logbook, your application, your interview approach. The same system that's helped our clients land their dream jobs. Here's why I'm telling this group first. The jump from a regional career to a major is roughly a $13 million decision. Major airline pilots earn around $17 million over a career. Regionals, around $4 million. That gap doesn't close on its own, and every month it takes to get hired is another $50,000 off the table. Elite Crew is about closing it. The framework, the coaching, the accountability to walk into that interview ready. Not hoping. What's inside Elite Crew: - Weekly live coaching calls with me ($2,000+ value) - The complete Masterclass digital course ($987 value) - The Weekly Rewinds library ($500+ value) - Airline-specific intel and study guides ($500+ value) - The Elite Crew private community ($500+ value) - Early access to every workshop ($500+ value) - BONUS: Your custom Career Roadmap System That's over $5,000 in value all together. Because you're already part of this community, you get it at 50% off. Use code ELITE50 at checkout for half off. That brings the full program to $1,368. This one's good through Friday, June 12. After that the code closes. And you've got my word on it. The Big Ern Guarantee: if you feel you're not improving with the program in 30 days, I'll refund your purchase. You have nothing to lose. Grab your spot here:

What’s actually in your Pilot Records Database (PRD), and why airlines compare it line-by-line to your application. Most pilots spend hours perfecting their resume and logbook. Very few take the time to review the one record that airlines are required by federal law to check before they can hire you. The Pilot Records Database, your PRD, is not optional background noise. It is a mandatory pre-hire screening tool, and what’s in it can validate your application or quietly derail it. Here’s everything you need to know. What is the PRD? The Pilot Records Database is an FAA-managed system established under the FAA Reauthorization Act of 2018. It replaced the older PRIA (Pilot Records Improvement Act) process and became mandatory for Part 121 and Part 135 air carriers. Before any covered employer can extend a job offer, they are legally required to query your PRD. This is not a courtesy check. It is a federal requirement. The intent is straightforward: create a centralized, standardized record of a pilot’s professional history so that safety-relevant information doesn’t get buried, overlooked, or conveniently omitted. What’s actually in your PRD Your PRD is a composite record pulled from multiple sources. Five categories matter. 1. FAA Records. Your airman certificates, ratings, medical certificate history, and any FAA enforcement actions or certificate actions taken against you. Warnings, suspensions, revocations all live here. 2. Air Carrier Employment Records. Any Part 121 or Part 135 operator you’ve worked for is required to submit records to the PRD. This includes: - Dates of employment and separation - Reason for separation (resignation, termination, furlough) - Training records and proficiency check results - Any unsatisfactory training events or check ride disapprovals - Records related to accidents or incidents during your employment This is the category most pilots underestimate. A single disapproval from a regional carrier years ago is in that record. A training difficulty at a cargo operator is in that record. There is no statute of limitations on disclosure. The record reflects your history.

Pilot logbook entry mistakes that end airline applications: The 5 critical errors, the 5 patterns, and the 5 minor ones. Pilots spend years building flight time, but very few spend the same energy making sure their logbook accurately reflects it. When you apply to a major airline, your logbook doesn’t just get glanced at. It gets audited. Line by line. Category by category. And what examiners find, or don’t find, will directly impact whether you move forward. Here’s the breakdown every pilot needs to read before they submit a single application. THE CRITICAL ERRORS: these can end your candidacy These aren’t technicalities. These are application-ending discoveries that raise immediate integrity concerns. 1. Falsified or inflated flight time. This is the cardinal sin of aviation recordkeeping. Rounding 0.8 hours to 1.0 consistently across hundreds of entries adds up fast, and examiners are trained to spot it. Logbook totals that don’t align with known aircraft performance, block times, or employer records will trigger an immediate red flag. If your cross-country time seems implausibly high for the hours you flew at a given operator, someone will notice. The word for this isn’t “rounding.” It’s falsification, and it will not only cost you the job. It can cost you your certificate. 2. Misrepresented PIC time. This is one of the most common serious errors, and it often isn’t intentional. But intent doesn’t matter in a hiring review. Logging PIC time when you were the sole manipulator of the controls but not the acting PIC, or logging PIC time as a safety pilot without clearly documenting the arrangement, creates ambiguity that reads as inflation. Know the FARs governing PIC logging. Apply them correctly. Every time. 3. SIC time logged incorrectly. Logging SIC time in aircraft that don’t require two pilots, without proper documentation of a required second-in-command, is a regulatory issue, not just a bookkeeping one. Airlines will identify this, particularly when cross-referencing your time against the aircraft types flown and the operations conducted.