Can I Log This?
09-26-2008, 04:20 PM
#11
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Joined APC: Apr 2008
Position: HS-125
Posts: 95
Originally Posted by todd1200
I could be wrong, but my understanding was that you had to actually takeoff for the taxi time to count. You could taxi around for an hour, takeoff and do one lap around the pattern, and log the entire time as flight time, but since you switched planes before taking off, I don't think it's flight time.
From FAR 1.1:
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
The fact that it says "after landing" seems to imply that you had to actually takeoff.
From FAR 1.1:
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
The fact that it says "after landing" seems to imply that you had to actually takeoff.
09-27-2008, 12:43 PM
#12
Prime Minister/Moderator
Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 39,293
Originally Posted by shanKs
100% correct. I was asked this question on my CFI checkride with an FAA inspector. This was the answer he was looking for. Therefore do not log time when you haven't left the ground. Has nothing to do with oil pressure, has nothing to do with intent.
09-28-2008, 05:15 PM
#13
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Joined APC: May 2007
Position: JS32 FO
Posts: 848
When I was flight instructing, we often did not make students pay for the .2 or .3 involved in run-up and taxiing back to MX. My rule was if you didn't pay, you don't log.
Personally, I don't think it's really loggable, and it does look suspicious if you did. Think about it, 0 takeoffs, 0 landings, .5 TT? It really isn't worth it.
Personally, I don't think it's really loggable, and it does look suspicious if you did. Think about it, 0 takeoffs, 0 landings, .5 TT? It really isn't worth it.
10-01-2008, 06:47 AM
#14
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Joined APC: Apr 2007
Position: B744 FO
Posts: 375
I log only flights with takeoffs and landings. Do not log if just a taxi-back, reject, or glider line-breaks before liftoff. For Part 121, taxi-back-to-gate or rejects with no flight go in the "little red book" for duty/month/calendar year purposes, but not in my Logbook, as it ain't flying.
10-02-2008, 05:42 PM
#15
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Joined APC: Jun 2007
Position: Whale FO
Posts: 267
Originally Posted by shanKs
100% correct. I was asked this question on my CFI checkride with an FAA inspector. This was the answer he was looking for. Therefore do not log time when you haven't left the ground. Has nothing to do with oil pressure, has nothing to do with intent.
Originally Posted by todd1200
I could be wrong, but my understanding was that you had to actually takeoff for the taxi time to count. You could taxi around for an hour, takeoff and do one lap around the pattern, and log the entire time as flight time, but since you switched planes before taking off, I don't think it's flight time.
From FAR 1.1:
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
The fact that it says "after landing" seems to imply that you had to actually takeoff.
From FAR 1.1:
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
The fact that it says "after landing" seems to imply that you had to actually takeoff.
This is true! Your plane has to leave the ground in order to be FLIGHT TIME. If you don't leave the ground you never went flying so how can you log it has flight time... Maybe you should start another line "Taxi time" and try to let an airline know that you taxied for .6 one day and returned the plane.
10-17-2008, 11:37 PM
#16
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Joined APC: Apr 2008
Position: A320 FO
Posts: 281
Hobbs clicking=Flight time. The FAR's define it as operation of an aircraft, you were operating the aircraft from the moment you turned the key. In my opinion 100% loggable. Besides, who's going to care?
Personal note: People get WAY to carried away with can/can't log this or that rules. The fact of the matter is that the FAA only requires you to log recency of experience events or things like ILS approaches, T/O and landings within 90 days, etc. Other than that, your logbook is just that, YOUR log book. Put whatever the hell you want in there. I've had multiple discussions with FAA guys about this and they all say the same thing, as long as your legal, they really don't care.
Personal note: People get WAY to carried away with can/can't log this or that rules. The fact of the matter is that the FAA only requires you to log recency of experience events or things like ILS approaches, T/O and landings within 90 days, etc. Other than that, your logbook is just that, YOUR log book. Put whatever the hell you want in there. I've had multiple discussions with FAA guys about this and they all say the same thing, as long as your legal, they really don't care.
10-18-2008, 12:49 PM
#17
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Joined APC: Jun 2007
Position: Whale FO
Posts: 267
Originally Posted by TurboFan
Hobbs clicking=Flight time. The FAR's define it as operation of an aircraft, you were operating the aircraft from the moment you turned the key. In my opinion 100% loggable. Besides, who's going to care?
Personal note: People get WAY to carried away with can/can't log this or that rules. The fact of the matter is that the FAA only requires you to log recency of experience events or things like ILS approaches, T/O and landings within 90 days, etc. Other than that, your logbook is just that, YOUR log book. Put whatever the hell you want in there. I've had multiple discussions with FAA guys about this and they all say the same thing, as long as your legal, they really don't care.
Personal note: People get WAY to carried away with can/can't log this or that rules. The fact of the matter is that the FAA only requires you to log recency of experience events or things like ILS approaches, T/O and landings within 90 days, etc. Other than that, your logbook is just that, YOUR log book. Put whatever the hell you want in there. I've had multiple discussions with FAA guys about this and they all say the same thing, as long as your legal, they really don't care.
When you log your taxi when it failed the mag check remember to put, taxied back to hanger for mx, 0 t/o 0 landings, never left the ground, and see what your examiner says on your checkride, along with the airline you try to get hired at in the future. Don't listen to this CRJ fo above, he obviously doesn't care about the FARs.
10-21-2008, 08:16 PM
#18
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Posts: 85
Originally Posted by TurboFan
Hobbs clicking=Flight time. The FAR's define it as operation of an aircraft, you were operating the aircraft from the moment you turned the key. In my opinion 100% loggable. Besides, who's going to care?
Personal note: People get WAY to carried away with can/can't log this or that rules. The fact of the matter is that the FAA only requires you to log recency of experience events or things like ILS approaches, T/O and landings within 90 days, etc. Other than that, your logbook is just that, YOUR log book. Put whatever the hell you want in there. I've had multiple discussions with FAA guys about this and they all say the same thing, as long as your legal, they really don't care.
Personal note: People get WAY to carried away with can/can't log this or that rules. The fact of the matter is that the FAA only requires you to log recency of experience events or things like ILS approaches, T/O and landings within 90 days, etc. Other than that, your logbook is just that, YOUR log book. Put whatever the hell you want in there. I've had multiple discussions with FAA guys about this and they all say the same thing, as long as your legal, they really don't care.
The FAA could care less as it is YOUR logbook. Additionally, make sure that flight time used towards the application for a certificate or rating can be counted, legally speaking. A thing to remember: simulator flights (the hrs) can not be counted towards a cert. or rating, UNLESS is was done through a Part 142 training center. Not even sim time from a 121 operator counts towards this.
11-02-2008, 06:39 PM
#19
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Joined APC: Oct 2008
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Posts: 21
Ran this one past the girlfriend (aviation law student) and she says as per FAR 1.1 that the airplane has to be moved under it's own power and stop after a landing for it to be considered flight time. So since it moved under its own power with the intent of flight condition one is met, but since you didn't land the airplane condition two is not met therefore it's not legal.
Personally I don't think the fed's would care about a spare .3 hours in your logbook; but I'm gonna agree with the don't log it crowd and especally if you're considering airline or the like. It would seriously suck to be sitting in the interview room and have the cheif pilot point at that entry and go "So this .3 hours, tell me about that." Not worth the hassle in my opinion.
Personally I don't think the fed's would care about a spare .3 hours in your logbook; but I'm gonna agree with the don't log it crowd and especally if you're considering airline or the like. It would seriously suck to be sitting in the interview room and have the cheif pilot point at that entry and go "So this .3 hours, tell me about that." Not worth the hassle in my opinion.
12-16-2008, 07:34 PM
#20
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Joined APC: Oct 2006
Posts: 778
I'm going to join the "don't log it crowd" for all the same reasons that have already been presented. I recently discussed this with a DPE as well. It doesn't count for anything unless your wheels leave the ground.
However, lets say you take that airplane back to mx and the Hobbs rolls over .3. Mx fixes the airplane quickly and returns it to service. You take that same airplane on the same day and go fly for 1.0. You then are legal to log 1.3.
However, lets say you take that airplane back to mx and the Hobbs rolls over .3. Mx fixes the airplane quickly and returns it to service. You take that same airplane on the same day and go fly for 1.0. You then are legal to log 1.3.
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