There are certain definitions relating to solo time, pilot  in command (PIC) time, and instruction time, which are  explained within the regulation. Pilots are advised that since  they alone are responsible for maintaining the log books,  knowledge of these definitions is necessary. Reviewing  section 61.51 is appropriate. Should questions arise, a pilot  should consult with the local Flight Standards District Office  (FSDO) for interpretation. 14 CFR section 91.417 addresses the requirement for aircraft  maintenance records (commonly referred to as a log book),  and what the record must contain. All time recorded on the  aircraft must be reflected in the maintenance record, and it  is the responsibility of the owner or operator of the aircraft  to ensure that the records are correctly maintained.  Flight time in a balloon is defined as that time beginning  when the balloon is first made buoyant and lasts until the  balloon is deflated. Balloons do not have a hour meter, as an  airplane or other aircraft does, and the pilot must consider  the fact that burner activation on inflation would equate to  an engine start on an airplane.  [Figure 8-13] or she should not be flying. It is not always possible for the  chase crew to be at the landing site, so plan to land without  assistance. Most balloon pilots have strong opinions regarding whether or  not the crew must be present for a landing. Those who do not  see a need for crew to be present have some solid reasons. Pilots who favor crew being on hand have a number of equally  convincing arguments.  There are some pilots who do not, for whatever reason, record  aircraft time conducted while on tether. This is an incorrect  practice. A balloon on tether is in flight, or more precisely,  in a flight configuration, and conducting operations under  the provisions of part 91. All inflated time of a certificated  balloon should be noted in the maintenance records to ensure  that inspection times are met. The general theory regarding expectations of crew help at  landing is if the pilot cannot land the balloon without help, he  •  Crew can confirm the quality of a landing site. From  a distance, a pilot cannot see what may rule the site  out: livestock gathered under a tree, standing water,  •  When flying low or into the sun, a pilot may not  see hidden power lines, antennas, or other obstacles  which crew can easily spot while assessing the landing  site. •  Landing approaches put the balloon at its closest to  power lines, trees, buildings, and the ground. Potential  risks increase, and the closest first responders able to  handle the balloon and trouble are most likely to be  the crew. •  The leading factor in accidents is wind. Highly  variable surface winds often speed up, slow down,  stop, turn, and even go backward. Crew onsite can  radio the pilot regarding surface wind speeds and  directions prior to landing, which factor into landing  at a particular site, if at all. •  In any branch of aviation, takeoff and landing are  the most critical maneuvers. In ballooning, landing  is number one. The vast majority of ballooning  accidents and injuries occur on landing. A mistake  during inflation or launch usually means calling a  repair station; burned throat fabric is the leading  repair nationwide. A mistake during landing often  means calling the insurance agent. One insurance  survey found accidents involving bodily injury on hard  landings occur twice as often as damage to equipment  or even power line strikes. This trend clearly identifies  a need to improve safety at the end of every flight. •  Crew racing to every potential landing site may drive  inconsiderately and even recklessly, endangering  everyone on the road and creating a poor impression  for ballooning. •  With no formal training, enthusiastic crew might  interfere with the landing or do the wrong thing and  create a problem where none would have existed.  •  It is not always possible for crew to be there. Traffic,  wrong turns, and pilot decisions to land early or fly  on can thwart their best efforts. Aircraft Log Books Crew Responsibilities  8-14 $_{Figure 8-13.}$  Aircraft log books or maintenance records are for  aircraft time and not for passenger names and flight experiences.