![]() The FAA concludes that since there is a continuing ‘purpose of flight’, the flight time keeps accruing even in the case of an unforeseen mechanical problem that causes the aircraft to remain at the gate, provided that the pilot is needed onboard. So, the time taken for the aircraft to move under its own power from the gate to the de-ice pad, the time spent during de-icing with the aircraft engines powered off, and the time taken for the taxi to the runway are all included in flight time. According to one such interpretation published by the FAA in 2004, de-icing is one of the procedures that are “preparatory to flight”. The FAA has had to publish letters of interpretation to clarify scenarios such as the one described above. ![]() What if the aircraft requires a de-ice prior to departure? Would the time spent on the de-ice pad count as flight time? Even if the aircraft is not moving or the engines are not running? This definition does not provide for any deviation from the standard power-up to taxiway to runway to departure routine. Real life, though, has a way of complicating matters. It ends when the aircraft comes to a rest after landing.Īt first glance, this seems pretty clear-cut. Pilot time, or the flight time relevant for a pilot, commences when the aircraft first moves under its own power when the intention is to attain flight. So when does flight time actually start? Are you just supposed to use the Hobbs time? According to the FAA, CFR § 1.1 has a specific definition for flight time for pilots.
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