Logbook Pro Newsletter

January 2005

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 New Year - New Version - New Features

We hope everyone had a wonderful and safe New Year and welcome you to 2005!  We have an exciting year ahead and we've already started this year with an exciting new update to our award winning Logbook Pro logbook.  As with every update since Logbook Pro was released nearly seven years ago, this is another FREE update we are bringing our aviation community.  Read further in this newsletter for what's new in and how to get your free update if you haven't already done so.  Our editor-in-chief, Paul Kinzelman, brings us an interesting article on "Unidentified Aerial Phenomena." Scroll down to see what Paul has to share.  Lastly, we have exciting new additions to the MGO Enterprises binder line with a new binder, paper products, and peel and stick endorsement labels, see details below.  Have a great new year, be safe, and keep the feedback coming.  We are all ears for what you need in the next major release of Logbook Pro.

 New Version - Logbook Pro Released!

New versions come from terrific feedback and we thank all those that contributed to the suggestions and "feature" reports that weren't quite living up to their expectations.  We know all software has a few undesired "features" that some companies call bugs.  We just look at it as an opportunity to excel!  But, we can't have those undesired "features" so we spare no expense and ensure you have the most up-to-date, reliable, quality product we can possibly deliver.  Version's "feature improvements" consist of fixing the cut/copy/paste buttons that were disabled in fixing a prior "feature" in  It was also reported that running the currency report when part of the report combiner currencies were not recalculated on the report run.  So we have that one taken care of as well.  There were some inconsistencies between the Analyzer and the Aircraft Configuration Totals Summary report that has now been resolved as well with changes in the report calculations. 

The most exciting new capability in version is the expanded FAR 121 time checks. We had domestic FAR 121 checks in the prior version but with great feedback and feature suggestions, we added FAR 121 time calculations for FLAG operations (121.481, 121.483, and 121.485).  You can access the FAR 121 data in one of two methods, as shown below:  1) Click the Lookback button on the bottom status bar, or 2) the brand new FAR 121 Status Report available by clicking Reports...Miscellaneous...FAR 121 Status Report.


Logbook Pro is a free update that will be automatically downloaded in the background for you unless the background update system was disabled in Options...Backup.  Click Online...Check for Updates within Logbook Pro or visit the Logbook Pro Download Page and download the latest version.  If you are using an older version, it is imperative to keep your software up-to-date to ensure smooth transitions to future versions.  For those with slow Internet connections, feel free to order only the CD-ROM for $9.95 by clicking here.  We'll send you the latest version and you don't have to worry about any large download operations that may be required to get the latest version.

 New Binder, White Perforated Pages, Peel & Stick Endorsement Labels
MGO Enterprises has been hard at work developing new products for Logbook Pro and providing a quality line of products to ensure each pilot's logbook data is captured and presented in a professional polished image, for any occasion.  We are happy to announce the Premier binder is now available in fine black leather (model #300) in addition to the already available model #100 brown. 

To compliment the Premier and Old World binders, we've also added white perforated pre-hole punched pages in addition to the already available tan pages.  These pages are a must for the MGOent. binders.  They provide a beautiful presentation of your flight log data.  The pages are 8-1/2 x 11 so they are easy to print with any printer.  Tear away the fine perforations and place in your fine leather binder for long lasting durability.

One of the biggest dilemmas with electronic logbooks is without a doubt endorsements.  MGOent. just released a brand new product, Peel & Stick Endorsement Labels that come with 40 assorted labels for any use.  Each pack of labels comes with:

  • 5 Additional Airplane Ratings labels
  • 5 Biennial Flight Review labels
  • 5 Instrument Pilot labels
  • 5 Private Pilot labels
  • 5 High Performance Airplane labels
  • 5 Prerequisites for Flight Test labels
  • 5 Flight Instructor labels
  • 5 Commercial Pilot labels

Purchase your new Premier Black Binder, White Perforated Pre-Hole Punched pages, and Peel & Stick Endorsement Labels today and make your logbook shine!


 The PIREP Corner by Paul Kinzelman - Unidentified Aerial Phenomena

There you are, at 35,000 ft, an hour from your final destination and  kicking back, because you are relying on your trusty autopilot. It's  pitch dark out there, nothing to see but sky above and sky  below. Suddenly, you see a brightly lit disk off your left wing. About  the time you and your co-pilot begin mouthing "What-the...", your  DC-10 flux gate compass commands your autopilot to turn your aircraft  45 degrees toward the light. To make things worse, ATC has even seen the deviation. The radio crackles with "United, where are you going?".
A bad dream? A sadistic simulator instructor? Probably, unless you are  Capt. Neil Daniels, the pilot of the DC-10 over Albany, NY, and the  date is March 12, 1977. Then it's reality.
After manually disconnecting the autopilot and exchanging a few "Did  you see that?" comments, Capt. Daniels flew the plane back on course. A  few minutes later, the light took off at a high rate of speed, and the  avionics went back to normal. No residual effects were found. After  an uneventful landing, Capt. Daniels mentioned the event to his  boss. The response? "Bad things happen to pilots who see things".
Capt. Daniels and his crew kept silent until contacted years later by  Dr. Richard Haines, a retired Chief of the Space Human Factors Office,  NASA, Ames Research Center.
By that time, Capt. Daniels had retired and was willing to go public  with the sighting, but the other two crew members (one of whom is  also retired), will not, even now, publicly make any statement about  their experience. Something is wrong with this picture.
Understanding the Phenomena
Dr. Haines initially became interested in phenomena affecting safety  of flight (such as the occurrence above) because he was sure the  sightings could all be explained. He believed that all the sightings  resulted from conventional causes, and he could explain them all by  using his knowledge of visual perception, optics, and physiological  processes; in other words, he was a confirmed skeptic.
Unlike many other skeptics however, he followed through by  investigating a number of reports of sightings by very credible  witnesses. Many of these sightings were more than just "lights in the  sky"; they affected aircraft avionics and guidance systems, thus  affecting safety of flight. He became convinced the phenomena could  not be understood using conventional explanations, and more  importantly, the phenomena were a significant potential threat to air safety.
As a result, he and executive director Ted Roe founded an organization  in 2001 that focuses on Unidentified Aerial Phenomena (UAP), called  the National Aviation Reporting Center For Aerial Phenomena (NARCAP).
NARCAP defines a UAP as a sighting of an unfamiliar object or light in  the sky. The appearance and/or flight dynamics indicate that the  sighting is not a known or conventional object. The UAP remains  unidentified even after close scrutiny of all available evidence by  technically capable persons.
NARCAP's Mission
NARCAP's mission is focused on the study of UAP's that pose a  potential threat to the safety of everyone who flys. Reports for the  NARCAP database come from pilots and air traffic controllers.
NARCAP is interested in the source of the phenomena only to the extent  that the understanding contributes to increasing the safety of air  transport.
There are many organizations that are interested in other types of  sightings and aspects; none are devoted exclusively to the safety of  air transport.
NARCAP's primary goal is to provide researchers with a source of  reliable data for study, for instance, in quantifying threats to air  travel, or what a pilot can expect from an encounter with a particular  type of UAP.
NARCAP has created a reporting system similar to the NASA-administered  Aviation Safety Reporting System (ASRS - http://asrs.arc.nasa.gov/),  so that aviation professionals can anonymously report sightings and  experiences without fear of reprisals against their livelihood.  Reports received by NARCAP go into a database and are publicly  accessible for study.
UAP Database
The NARCAP database contains over 3400 unexplained cases, some of  which go back over 80 years to the 1920's. More than 30 of these cases  pre-date the famous Kenneth Arnold sighting near Mt. Baker, in  Washington State, on June 24, 1947. The newspapers coined the term  'flying saucer' while reporting what he described.
More than 100 of these documented close encounters between UAP and  commercial, private, and military airplanes were determined to be  potentially hazardous to flight due to either a potential mid-air  collision or failures of avionics or other flight control systems at  the time of the UAP sighting.
The reports are drawn from several sources including Dr. Haines's  personal files. Other reports were prepared by the Federal Aviation  Administration (FAA), National Transportation Safety Board (NTSB), and  the NASA-ASRS program.
To those of you who might be thinking that most UAPs are merely  misunderstood normal or natural phenomena, or are otherwise not  unusual, you are correct (but with emphasis on "most"). Studies  indicate that from 75% to 80% of UAPs are eventually explained.  However, this leaves at least 20% of UAPs that do not resolve to a  known phenomenon after close scrutiny by technically competent  investigators. And it takes only one UAP to cause an incident or  accident.
Government Data
Interestingly, a U.S. government source illustrates the fact that  pilots either don't report their UAP sightings at all or, if they do,  they almost never use the term UAP, UFO, or flying saucer when  reporting their near-miss and/or in-flight pacing encounters. The  Director of the NASA ASRS program, Linda Connell, has acknowledged  that there are indeed cases in their database that fit the UAP profile  and that she simply does not have the resources to examine them closely.
Scientific Non-Interest
Scientists and scientific journals are not officially interested in  studying the phenomena, and often reject the idea that unknown  phenomena might exist. However, Stanford University Professor Peter  Sturrock surveyed astronomers in the 1970's, and found that 70%  wanted to see serious studies of the phenomena funded and published in  scientific journals. In other words, most scientists won't risk  ridicule by publicly expressing an interest, but in private they are quite interested.
In most fields, scientists have the luxury of designing an experiment  and making measurements at their convenience, often by flipping a  switch. In other fields, like in astronomy, scientists often must  wait for a specific event to occur - such as an eclipse. The study of  UAP falls into the latter category. The data exists, but can't be  called up at will. Nevertheless, scientists can apply a range of  scientific tools to the challenge.
Pilot Reports
Unfortunately, most pilots do not bother reporting weather pireps that  could help their fellow aviation professionals, and filing a pirep is  viewed as innocuous, not as potentially career-limiting. Thus, it is  easy to understand how difficult it is for any serious researcher to  get good UAP data.
Arming our pilots with the best available information about the  phenomena and how to deal with it requires collecting data and  seriously studying the phenomena.
The NARCAP web page contains two reporting forms: "Pilot Report Form"  and "Air Traffic Controller/Radar Operator Report Form". Those  without web access can call or write NARCAP for more information.
NARCAP's web page (http://www.narcap.org) has, among other things, a paper by Dr. Haines titled "Aviation Safety in America - A Previously  Neglected Factor". In this document, Dr. Haines describes these kinds  of characteristics of UAPs:
 (1) Near-miss and other high speed maneuvers conducted by the UAP in  close proximity of aircraft.
 (2) Transient and permanent electromagnetic effects that affect navigation,  guidance, and flight control systems onboard the aircraft.
 (3) UAP flight performance that produces cockpit distractions that  inhibit the flight crew from flying the airplane in a safe manner.
 (4) Circumstances in which passengers become very afraid or unruly.
NARCAP International
NARCAP has representatives in many foreign countries, where the host  governments and mainstream press are far more open and interested in  understanding the phenomena than their counterparts in the United  States.
The NARCAP web page has contact information for its representatives in  foreign countries.
How You Can Help
You can assist NARCAP by getting the word out, and by contributing to  the NARCAP database if you have a sighting.
NARCAP is a non-profit organization, privately funded by members and  founders, with official 501(c)3 status pending. Support and donations  from foundations and individuals would be greatly appreciated. Checks  may be made payable to "NARCAP".
We also have members available for speaking to your organization.
Contact Information
Web: http://www.narcap.org
Phone: 800-732-3666
Address: NARCAP, 235 Louisiana St., Vallejo, CA 94590

Have a story to share?  Please e-mail your suggestions to Paul for future articles in The PIREP Corner

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