Straight answers about your flight records

Yes. Flight records carry Privacy Act and "For Official Use Only" statements because they contain your personal data, primarily your Social Security Number, not because the flight data itself is restricted. The governing publications (AFI 11-421 for the Air Force Aviation Resource Management Program, SECNAV M-5210.1 for Department of the Navy records) derive from DoD instructions that let you disclose your own records at your discretion; you provide the written consent federal regulations ask for when you accept the Terms of Service and upload records to your own account. We still recommend redacting your SSN before uploading, and unlike services that merely promise not to look for it, our parsers are built to never store a full SSN even when one slips through.

Redact it if you can: any PDF tool's rectangle redaction over the SSN block works, and processing is unaffected. If a full or partial SSN gets through anyway, the import pipeline masks it: identifiers persist as last-4 only where crew matching needs them, and a complete nine-digit SSN is never written to the database. See the security overview for the full data-handling commitments.

Overlapping military records restate the same flights. Nearly every bulk flight-history export carries a few duplicates the records system never lined out. ProvenFlight fingerprints every committed flight and groups identical entries for review: keep the original with one click, delete the extras per group or all at once, or mark a match "not duplicates" so it never flags again. Deleted entries go to a recycle bin and can be restored; nothing is silently destroyed.

Import what you have, then reconcile. Career summaries (a DA 759 closeout, an FHR summary page) are stored alongside your line entries, and the app computes exactly how much of the official total your line entries cover. If hours are missing, one click creates a single labeled baseline entry carrying the difference, dated at the end of the summary period, with a remark naming the source document. Individual flights are never invented, and review teams see precisely where the number came from.

Per flight, from your logged crew position and aircraft-commander status, never a flat factor. Two conventions are always available: FAA-permissive (14 CFR 61.51(e): rated pilot as sole manipulator logs PIC, so primary, instructor, and evaluator time convert to PIC) and airline-strict (PIC only where aircraft-commander status supports it: an explicit per-flight PIC=Yes, your aircraft-commander certification date splitting the career into SIC-before/PIC-after, or a percentage you control when neither exists). Army time converts into civilian totals, night, and instrument; a duty-code PIC/SIC split is not complete yet, so unresolved Army PIC/SIC stays visible. We do not guess it. Preferences re-price the whole career instantly because conversion is computed on read; your military categories are never rewritten. Every export states the exact methodology on its cover.

Using the military-pilot definition in 14 CFR 61.1(b): more than 50 nautical miles straight-line from the original point of departure, no landing required (25 nm for rotorcraft). Credit is distance-proven: airfields on the flight resolve to coordinates and the distance is computed; unknown fields never prove cross-country. For older records with no departure/arrival fields at all, an optional setting credits flights over 1.0 hour, off by default, disclosed in your export methodology, and always overridden by real distance evidence. You can also log cross-country manually per flight, and a logged value beats any heuristic.

Off by default. Military logs are takeoff-to-landing; civilian flight time is block-to-block. If an application lets you add 0.1-0.3 hours of taxi per flight, set that in conversion settings. It applies to counted military flights only (not sim, RPA, or imported civilian flights), follows PIC/SIC with each flight, and is disclosed on every export. Leave it at none unless the live application tells you to add taxi.

Simulator sessions are collected and totaled for your military record, but they never join civilian flight totals. The FAA and every major airline exclude sim time regardless of certification. Air Force note: 2019-era "CS" certified-sim codes are rolled into official ARTEMIS/Envision career totals, so your official summary can read higher than your civilian logbook; the Logbook Integrity Review quantifies that difference for you so the question answers itself in an interview. RPA/UAV time is likewise tracked but excluded; drone time is not manned flight time under part 61.

It stays in your military record and out of your civilian totals. The FAA and airline applications convert pilot hours only, so rows whose duty code identifies a navigator/CSO/WSO, flight engineer, boom operator, loadmaster, or similar crew seat are tracked but excluded from PIC/SIC and civilian Total, and the Logbook Integrity Review reports exactly how many hours that is. Detection is conservative: unknown duty codes convert normally, and if a flight you flew as a rated pilot is ever excluded, correcting its duty code in the flight editor brings it back instantly.

American, Delta, Southwest, and United all instruct applicants to report Total without "Other" time. A conversion setting excludes Other and special-aircrew time from your civilian Total column (Other you have deliberately counted toward PIC stays inside Total, and the exclusion is itemized in the Logbook Integrity Review's totals bridge). It is off by default so your Total matches your military records unless you choose the airline presentation.

Yes. Solo and instruction-received hours come from your civilian logbook rows (imported or entered by hand; you can also add solo time to military flights), and they flow into the FAA 8710-1 grid's Solo, Instruction, and cross-country combination cells and into every logbook export. Military records never guess those columns: a cell with no honest source stays blank. We do not invent a number.

No. Log your military flying throughout your career. Airline reports are there when you need them.

Yes. Keep both in one logbook, with military categories and civilian PIC/SIC preserved.

Log flights manually without limits, import your first 100 flights, and try 25 voice drafts. No card required.

The same Pro features. Pay $129 yearly or $299 once for lifetime access while the Career offer is available.

Yes. Import supported records, spreadsheets, or photos. Download your raw CSV for free, or use Pro for formatted exports.

iPhone, iPad, Android, and your browser. The same account works everywhere.

Both sides of a pilot's paperwork. Civilian: exports from ForeFlight, MyFlightbook, CrewLounge PILOTLOG, and LogTen Pro, plus any spreadsheet you keep yourself, photos or scans of paper pages, and a filled FAA 8710-1. Military: flight, training, evaluation, and career records across the Air Force, Army, Navy, Marine Corps, and Coast Guard, including AFTO 781s, ARMS histories, ARTEMIS and Envision exports, G/TIMS records, the DA 759 family, DA 2408-12s, CAFRS exports, Navy SHARP, NAVFLIRS and OPNAV records, Marine M-SHARP, and Coast Guard ALMIS. Check the supported records page before uploading. Plan choice never changes which document types are available.

Usually, yes. When a file does not match a layout ProvenFlight already knows, it reads your header row and a sample of your data, figures out which column is date, tail number, PIC, night, approaches, and the rest, then applies that mapping to every row. Homemade Excel logbooks, multi-row headers, and exports from apps nobody supports anymore come in this way. We mark more rows for you to confirm during review, on purpose. See the import any pilot logbook guide.

Yes. At sign-up you say what you are keeping: a civilian logbook, a military logbook, or both. Pick civilian and there are no military tabs: imports default to civilian sources, new flights start as civilian, and hours stay PIC and SIC as you flew them. Currency and career totals come from your own flights, and exports go to ForeFlight, MyFlightbook, LogTen, a spreadsheet, or a printable ledger. You can change this later in Settings.

Yes, when it is the right tool for the file. ProvenFlight reads digital forms and spreadsheets directly, uses text recognition for scans, figures out columns in layouts it has not seen, and can use AI-assisted image reading for harder photos. Imports and voice drafts are AI-assisted, with review before saving. If we are unsure, we highlight it instead of guessing.

Processing starts when the file arrives. Large scans, handwriting, and image-heavy files take longer. Career purchases are picked up ahead of the standard queue when demand is high. That is a pickup-order benefit, not a guaranteed completion time.

Files for ForeFlight, MyFlightbook, and LogTen; a complete spreadsheet; a printable PDF ledger carrying an export ID; an airline application view; Section III of the FAA 8710-1; and the Logbook Integrity Review, which reconciles duplicates, summary-only hours, and the bridge between your military and civilian totals. Importing and logging by hand do not require a paid plan. Raw CSV is available on Free; formatted and converted file exports require Pro.

There is no universal airline conversion rule. ProvenFlight keeps raw military categories and civilian totals separate, then prepares the view you need without changing the original flight. Air Force and Navy/Marine duty positions support a PIC/SIC split. Army time converts into civilian totals, night, and instrument; a duty-code PIC/SIC split is not complete yet, so unresolved Army PIC/SIC stays visible. We do not guess it. Always follow the current instructions in AirlineApps, Pilot Credentials, or the hiring airline's own portal. See the military records to airline applications field guide.

FAA 61.57 currency comes from your committed flights, not a separate tracker: three takeoffs and landings in the preceding 90 days, three night full-stop landings for night currency, and six instrument approaches plus holding within the preceding six calendar months. Military and civilian flights both count. Simulator sessions do not, because device and instructor conditions cannot be verified from a flight record. The app reports what your records support for FAA 61.57; it is not military qualification or mission-readiness certification.

Yes. Supported G/TIMS records include gradesheets, the Summary Record of Training, and the Aviation Training Jacket. The importer preserves course summaries and ride history as career records. If the full jacket contains pages that cannot yet produce maneuver-level detail, those pages stay with the record and are highlighted.

An identical file is caught before it processes twice, and you can force the re-import if you meant it. After that, repeated flights are highlighted, not merged: every committed flight is fingerprinted, identical entries and restatements of the same sortie are grouped for review, and summary-only records stay separate from flight-level ones. Deleted entries go to a recycle bin, and dismissing a false match stops it flagging again.

The original documents stay attached to imported records, military time and application totals are labeled separately, and anything uncertain is highlighted. Review possible inconsistencies before you export. These checks do not cover every airline's review. Before you submit, look over the highlighted items and final totals, and follow the airline or FAA instructions.

Every logbook PDF carries a short export ID on the cover and each page. Anyone holding the document can look it up at ProvenFlight.com/verify to confirm it was generated by ProvenFlight, when, for whom, and with which conversion view, without seeing any flight entries. A SHA-256 hash is included so a digital file can be checked against the issued PDF. The export ID is an integrity and provenance marker; it is not independent validation of the underlying hours. See the verification guide for what a lookup proves and what it never shows.

The export view puts your reviewed flights into Section III of the current FAA Form 8710-1. Copy values into the official IACRA application. ProvenFlight does not submit or sign the application for you.

Records are processed in your account, not mailed to a data-entry service. You can export your data, and you can delete your account. See the security overview and privacy policy for the current controls and commitments.

Yes. Import records, log new flights, and keep career totals while you are still serving. Starting earlier gives you more time to find missing source forms, and keeps flight-level detail that a final summary may drop.

Manual entry is free. Free includes 100 imported flights, 25 voice drafts, in-app conversion of owned records, and a CSV of your logbook. Formatted and converted exports require Pro. Pro Annual is $129/year. Pro Career is $299 once for the same Pro features, no renewal, while we're offering it. A 30-day money-back guarantee covers your first purchase of each paid plan. Questions? Email us.

If you are not satisfied with ProvenFlight for any reason, email admin (remove this) @ (remove this) provenflight.com within 30 days of your first purchase of a plan and we will refund it in full, no questions asked. The guarantee covers the first purchase of Pro Annual and of Pro Career; renewal charges are not included. App Store and Google Play purchases follow that store's refund process. Separately, you can cancel a subscription at any time from your billing settings and keep access through the end of the term you already paid for.