Logging Hours for Test Phase

[Tomfox]

I am in the test phase for my aircraft.


I realize I don't know the method of counting hours toward the 40 hour requirement.


a) Hobbs
b) Tach
c) My logbook


Thanks
Tom Livermore
S7 Supersport

[jonstark]

I have both Hobbs and tiny tach and they are both super accurate and maddeningly sloooow. This 40 hours is taking forever! I wish I had your SoCal itchybelly weather.

In my airframe logbook I’m logging each flight as follows...
Date / location / hobbs start / hobbs stop / time flown this flt / landings / flight test task / pilot

Jon

[rv9ralph]

Any of those methods work... just don't log schafer time.

Also, use the time to work through the recommended testing tasks in AC 90-89A, AMATEUR-BUILT AIRCRAFT AND ULTRALIGHT FLIGHT TESTING HANDBOOK, not just burn holes in the sky, but you know that.

Ralph

[PapuaPilot]

I couldn't find an definitive answer to your question, but I think it would be flight time because it is called "Phase 1 Flight Testing".

If that is the case you would need to use the instrument that shows the aircraft flight time. That would be either Flight Time with a digital panel or Tach Time if you are using a tachometer.

It wouldn't be Hobbs time (that is normally used for billing purposes) or your logbook time (chock to chock).

[efwd]

That's interesting. If Hobbs is incorrect then I acquired my private pilot ticket in under 40 hours:D. Somewhere, the FAA has info on when to begin logging time. I thought it was from the time the airplane leaves the parking spot for the purpose of flying. That leaves the question as to when time stops since, as stated, chock to chock is not right either.
I noticed that my panel has the engine time and the aircraft time. What parameter does an EFIS use to log aircraft time?

[rv9ralph]

So, if I remember correctly...

Hobbs time starts when there is oil pressure and stops when there is no oil pressure (on most systems). Time is clock time.

Tach Time counts revolutions and count time based on average expected RPM at cruise. If flight includes a lot of working stalls, slow flight or approach to landing, the time will record less than clock time.

EFIS, depending on system will starting counting either on oil pressure, RPM or Air Speed reaching a certain preset level. Check your EFIS specs for which.

As to what to use to count your Phase 1. Play it safe and use flight time, wheels up to down. It you do more hours it is to your benefit. The time in the Operation Limitations are a minimum time, during which you should be documenting your aircrafts performance and conformance.

Ralph

[PapuaPilot]

Somewhere, the FAA has info on when to begin logging time. I thought it was from the time the airplane leaves the parking spot for the purpose of flying. That leaves the question as to when time stops since, as stated, chock to chock is not right either.

I noticed that my panel has the engine time and the aircraft time. What parameter does an EFIS use to log aircraft time?

From 14 CFR 1.1 "Definitions"
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. Where I work we call this "chock to chock".

For the G3X the installation manual states:

Total Time - Records Flight Time when aircraft is airborne as determined by GPS data and the indicated airspeed.

Engine Time – Engine Time records the total operating time of the engine, in hours. Engine time will be recorded whenever engine RPM exceeds 100 RPM.

FYI, I called my Phase 1 testing done when the total time reached 40 hours.

[Tomfox]

Thanks all. I understand what to do.


Tom

[GWright6970]

If I remember correctly, AC 90-89A has included taxi tests as a task to be included in the 40 hours. (Just to muddy things up! Sorry!)

[efwd]

Awesome...

[HighWing]

If I remember correctly, AC 90-89A has included taxi tests as a task to be included in the 40 hours. (Just to muddy things up! Sorry!)

When I flew off my 40 hours on both Model IVs i figured every minute I was seated in the airplane with the engine running, I was in Phase I testing. Oil pressure, temps, RPM stability with throttle inputs - everything was relative to the correct function of the airplane. When finished with the 40 hours, I, as the test pilot, signed it off and have never been questioned by anyone on the accuracy of the hours reported. In fact, when finished with the actual testing - climb, cruise, stalls, everything, I was still fairly early in the 40 hour required time, so did a lot if flying over a lot of scenic areas within the designated area simply to demonstrate reliability and comply with the requirements. My buddy who flew off his 20 hours in his Lancair 4 because his engine was certified accomplished the exact same thing.

[BobRS]

I concur with Lowell. My A/W document states that I had to make at a minimum 5 TOs and Landings and it provided me with specific language for entry in the Aircraft log at the conclusion of the Phase I 40 hours as well as limitations (all within the parameters of the KF). The "5 take-off minimum" language was placed there by my FAA FSDO inspector (I didn't use a DAR to save $700), and the 40 hrs started with the 1st engine run after the A/W certificate. There are many things to learn with the engine running (calibration, EFIS settings, radio issues, prop pitch adj/performance, GPS, etc, etc, etc) and I counted every Hobbs increment. Total # of landings in 40 hours was more like 60 in all sorts of conditions. And for those of us who have gone on to Phase II (which was authorized in my A/W documents) no one has questioned how we've interpreted the time logged in Phase I - we just made sure we did it. I made all the measurements and resolved issues by ~30 hrs, so the last 10 hrs were 3, very long XC flights within my authorized test area.
Fly On!
BobRS
KF N104Y SS7, Rotax 914 &
Havin' Fun.