When aircraft for sale specify TTSN, I assume this typically is meant to represent Air Time, as recorded in the Journey Log?
In the US, I don't know anyone who advertises anything based on "Air Time".
I do, but only because it makes my life easier. I use Hobbs time as a surrogate for flight time, just for convenience. It's not technically what Transport Canada specifies, but close enough I think, and no airplanes are going to fall out of the sky as a result.Is anybody here logging the running time of the engine whilst doing maintenance run-ups, adjustments, etc
that's interesting, i didn't know it was different in the US. In Canada, for pilot logs we use "flight time" which starts when the A/C begins moving under its own power for the purpose of flight. For Journey and Technical logs, we use Air Time which is wheels-up to wheels-down.
Yep, I did not think about continental differences... and not a trivial question for anybody interested in TBOs.
We could even divide the times into 3 categories: ground time running, block to block, and airborne.
Is anybody here logging the running time of the engine whilst doing maintenance run-ups, adjustments, etc?
I think (might be wrong...) that the usual practice on the old continent, even in the very restrictive country I'm based in, is to use take-off/landing times for a TSN and TBOs, and block-off/block-on times for one's pilot log.
Many recording tachometers (whether mechanical or electronic) are calibrated to [AN] engine RPM.