This can equate to the actual air time plus an average of 6 minutes prior to take-off and 6 minutes after landing. For billing purposes on air carriers, flight time or block time only applies from the moment of lift-off to the moment of touch-down. This means that the passengers are usually charged for only that portion of the trip that the aircraft spent in the air.
Flight time is used for a variety of calculations in aviation and can affect both pilots and passengers. Flight time is used to calculate the cost of passenger tickets, the estimated time of arrival and departures and more. In addition, flight time can directly affect pilots as it is normally the basis for determining pilot pay, and the duty time of pilots.
Charter Quote. Now Hiring! PBJ Logo. PBJ Mobile Logo. Some clubs use it for billing as it is thought to better represent the usage of the aircraft, but otherwise it has no legal use. Airtime for engine, frame and prop? Re: Airplane log times vs pilot log times Post by Oldguystrtn2fly » Sat Apr 07, pm Ok, I pretty much do this correctly then. I use tach for flight time I guess but I am a5 a uncontrolled airport so it likely has little consequence.
I will start to track taxi start stop and see if it differs much. Re: Airplane log times vs pilot log times Post by Schooner69A » Sun Apr 08, am Without the benefit of higher education, my peers and I had to resort to something simple.
Since the middle of the last century, I've used time up and down as air time. Add another ten minutes or point 2 for flight time.
Worked military, corporate, TC; now private. I don't even note exact times any more. Re: Airplane log times vs pilot log times Post by Pratt X 3 » Sun Apr 08, pm Tach time used to be the standard for airframe time. The US still seems to use that for that purpose. Tach hour meters are set up to correspond to the typical cruise RPM setting equaling an hour in real life i.
As for time to be used in tech logs: Re: Airplane log times vs pilot log times Post by AirFrame » Mon Apr 09, pm It's important to note that tach time and Hobbs time aren't the same What I didn't see mentioned anywhere is that the Hobbs is electric and usually connected to the Master or an oil pressure switch So if the engine is running, it's counting.
My aircraft didn't come with a "Hobbs" meter, just the Tach. After a number of flights where I kept detailed notes, I determined that the Tach did indeed correlate very accurately with Air Time, so I use it for recording times in my and the aircraft's log book as air time. I add. Re: Airplane log times vs pilot log times Post by Zaibatsu » Mon Apr 09, pm A hobbs meter runs off of aircraft power and an oil pressure switch in most light aircraft. Some flight schools bypass the oil pressure switch and have it run off the battery master as a deterrent to leaving the master on.
Though they might charge you for the time, it certainly doesn't count as flight time. The same low altitude direction toward the equator and the same Coriolis effect makes these wind directions match the Trades, and they are called the Easterlies.
Polar and Hadley are driven by polar cold and equatorial heat. If the Earth were smaller they would combine into one cell. At the existing scale an intermediate cell forms, the Ferrel cell, and its direction is driven by contact with Polar and Hadley at 30deg and 60deg.
Polar makes a "chimney" at 60deg which is shown on the chart as low pressure. Hadley makes a downdraft at 30deg, shown as high pressure. The Ferrel air mass flows from high pressure to low, or toward the poles at low altitude. With airflow reversed the Coriolis effect now makes the winds appear westerly, and are aptly called the Westerlies. This is where air travel in the US and Europe occurs, and this is where the OP's "westbound travel is slower" applies. This phenomena occurs in addition to the prevailing winds and is affected by the same factors.
There are usually four jet streams, one located near each of the vertical air flows between the circulation cells. The 60deg latitude Polar jet streams are stronger and lower than the 30deg Subtropical streams, and this explanation focuses on the northern Polar jet.
From this diagram you can see circulation in the norther Polar Jet. Looking Eastward in the direction of the jet stream airflow there is a counter-clockwise rotation between the Ferrel and Polar cells. Though this entire column of air is ascending, the temperature differential between the colder air of the Polar cell and the warmer Ferrel air causes this weak rotation. Location and altitude fluctuate, but the lower reaches are around kft where transport aircraft fly.
You might think that the lower altitude flow toward the equator would combine with the Coriolis effect to create a mild easterly flow as happens in the Polar easterlies. It does attempt this but runs into the much stronger Westerlies and is deflected, accelerating as it moves in a westerly direction. Think wind blowing into a wall, deflected to move along its length. Depending on local temperatures, the deflected air can reach speeds as high as kt.
The jet stream moves from West to East. At the altitude an airliner flies the speed of the tail wind or head wind will have a significant impact on actual ground speed. This was first observed when B bombing raids on Japan during WW2.
Before that there was no notion of a 'jet stream'. Short answer: As you have indicated in the question description, the answer is winds. Better known as Jet Streams. Although the rotation of the earth and weather created by solar energy do affect the air circulation of the planet, and jet streams aloft, the main reason why west to east flights take "longer" is that flying east into new time zones adds an hour to your landing time for each time zone flown through.
Opposite flying west. Some of this is made up for when flying at the latitudes of west to east jet streams when travelling east, so the actual flight time going east under those conditions will be shorter, even though you arrive at a "later" time.
A closer look at your flight time based on your original time zone may give greater insight to your question, and maybe a little less "jet lag". Both the winds and earth's rotation affect the difficulty of flight eastbound vs. If eastbound is slower and harder and winds carry you westbound , I take it you're within the tropics , where the tradewinds govern flight direction. Kentucky and Utah, and farther north latitude and likewise south to Argentina the winds work in the opposite direction.
The poles and equator differ in eastward rotation speed. The equator has farther to go and keeps up with the axis by going faster. So land nearer the axis Canada, Argentina takes it slow spinning east, slower than wind and weather. So that's where to take advantage of the winds eastbound. The tradewinds are at the equator, where the ground follows east a bigger circle, faster than wind and weather. There, the westbound is more efficient.
The latitude makes quite a difference. Unlike planes being pushed by wind, space shuttles leave the atmosphere. Being propelled only by earth's rotation, all rockets go east no matter the latitude.
Without even looking at the winds I'd just add something like 20 kts ground speed if going east and subtract 20 kts ground speed if going west. Amazing how often that came close enough to actual flight plan. It is simple. The Earth rotates from East to West. There is hence an eastward shear effect in the atmosphere.
If you fly East, this shear adds to the cruising speed. Reverse case if you fly west. So more time if you fly westwards. But how much more depends on the prevailing wind-shear. This cannot be pre-determined except when you actually fly and meter the wind speed.
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