Originally Posted by
Fenderbean
That's one of the unique things about our job, just about everything is cross country when you look at the distances we travel in a three hour bag of gas. To make it easy anything PC Combat will be cross county PIC time. Plus don't forget based on the FAA time logging you can add about a .2 to everything.
To play devil’s advocate to the combat = XC time, I saw plenty of hawks that did not travel 50nm (92km) from the point of departure in Iraq and Afghanistan. The ones on ring routes generally did, but often times on air assaults, medevacs, KLEs, etc, the total straight line distance didn’t exceed 50nm, the requirement for cross country time to be logged for an airplane ATP.
Also, no CFR says you can add .2 to army or mil logging. AR95-1 and the FAA have similar logging definitions. CFR 1.1 covers it: “Flight time means
1) Pilot time that commences when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing.” While civilians generally use Hobbs meters to log time, the definition is clear and doesn’t differ from army logging other than the army lets you log until the engine is shutdown. AIRLINES allow conversions for military sorties, but that exists in large part because the Air Force doesn’t allow for much (any?) taxi time to be logged, so airlines allow for a predetermined conversion per sortie to be used to include taxi time that is otherwise allowable in civilian logs.
I know one fighter dude who had 1400 hours and wanted an unrestricted ATP when doing an airline initial, so the FSDO and APD required him to make a logbook that showed each sortie and taxi time to make/add 100 hours to his Air Force recorded time. He had no record of it before, but was allowed to prove that his taxi time allowed by FAA logging allowed him to have the 1500 hour minimum. Obviously he had to estimate that. But that isn’t applicable to army helicopter dudes since our army time counted taxi time.