Flight logging

MidlifeFlyer said:
I assume you're logging under company rules to get paid and/or for flight duty time calculations, which makes sense, and that, at this point in your career, you are no longer logging for any FAA certificate or currency purpose.
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I received my ATP certificate logging this way. But I'm pretty sure there are more than 1500 hours when you remove the push time.

The FAA would come down on us hard if we put "flight time" as defined by FAR 1.1 in our aircraft log book. This is why it's such a stupid thing. They track our company on time performance for DOT purposes with the times I flight log.

What a PITA it would be for me to also accurately keep track of the UTC time that the aircraft "first moves under its own power."
 
Here's another way to think about this. At the end of a day/week/year, what will the FAA use to determine if you are legal for flight limits? I'd be willing to bet that it's door closed to door open.
 
MidlifeFlyer said:
Yep. They actually use the phrase "block to block." Many times.

1980 Chesnick letter (too old to be in the online database): "Flight time" is defined in FAR Part 1.1 as the moment from which the aircraft first moves under its own power for the purpose of flight until the moment it comes to rest at the next point of landing ("Block-to-block" time).

2012 Laurion letter: Note that the term "flight" as used in § 121.628(a)(2) is not synonymous with "flight time" (i.e., "block to block" time), but rather refers to when the aircraft has left the earth's surface. (my emphasis)

Plenty of times in between those two. It also appears in other FAA publications.
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Just a random, off-topic question, but do you keep your own internal database of these interpretation letters? If not, how do you access the older ones that aren't on the online database?
 
I do block

Also, what do you guys do for instrument time. I've heard 10%, 5%, and "who cares, 0%"
 
Ajax said:
Also, what do you guys do for instrument time. I've heard 10%, 5%, and "who cares, 0%"
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"who cares" here.

I figure all the instrument currency requirements were taken care of by my annual and six month checkrides.
 
USMCmech said:
"who cares" here.

I figure all the instrument currency requirements were taken care of by my annual and six month checkrides.
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And if it weren't, there's no longer a time requirement for instrument currency in the US.

I guess, though, someone might care about the number. I can certainly see a small 135 operator in an area where the weather is IFR close to the ground fairly often, to know how much actual time a pilot has as part of the hiring process.
 
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