mikehallam wrote:Unless it's to do with rental or engine flying power hours maintenance (etc.) the moment P1 starts the engine, up to taxi back to parking he has a live vehicle capable of killing.
For the pilot, engine on to engine off is after all when he's in control. And that's what my flying school used at Shoreham a little while ago.
Still wrong 'though isn't it, as I'm sure you pointed out to them.
EASA FCL wrote:(g) Flight time is recorded:
(1) for aeroplanes, touring motor gliders and powered-lift aircraft, from the moment an aircraft first moves to taking off until the moment it finally comes to rest at the end of the flight;
(2) for helicopters, from the moment a helicopter’s rotor blades start turning until the moment the helicopter finally comes to rest at the end of the flight, and the rotor blades are stopped;
(3) for airships, from the moment an airship is released from the mast to taking off until the moment the airship finally comes to rest at the end of the flight, and is secured on the mast;
On the other hand, nobody has ever ruled on the difference between rounding to the nearest minute, five minutes, or six minutes - that's ultimately just personal preference. I'm a nearest minute man myself, but five minutes is most common.
Equally, a club can use any measure they wish for charging - I like tacho best as it encourages gentle engine handling, but have seen tacho, chocks, airborne time, and Hobbs in various places. So long as it's understood, that's always fair enough.
G
I am Spartacus, and so is my co-pilot.