Just wondering if this is something I should add to my panel. Tach gets pretty close to Hobbs, anyway. Pluses, minuses?
Scott
Not always, unfortunately.Why........?
Aircraft logbooks - Tacho minus 10%
Personal logbook - Tacho plus 10%
Quite straightforward.
Why........?
Aircraft logbooks - Tacho minus 10%
Personal logbook - Tacho plus 10%
Quite straightforward.
I use the digital meter inside the Dynon HDX. One less oil line to worry about.
Interesting. My plane had a prop strike 12 years ago (I wasn't PIC) and there were no such insurance "wear and tear" calculations. They paid for the prop overhaul and engine tear down inspection, less the deductible. Period. Prop had ~350 hours on it.The insurance company wanted to know engine hours and prop hours to adjust for “wear and tear” which impacted how much of the propeller cost and potential engine repair cost would be paid by me. Having this type of detailed information in my logs helped keep my cost share down. Insurance companies pay for “damage costs”, owners pay for “wear and tear” costs with that determined by recorded time in your logs vs TBO. The more detailed your logs are the better you can differentiate between damage and wear and tear costs apportioning.
I prefer the Timex method.
George
Just wondering if this is something I should add to my panel. Tach gets pretty close to Hobbs, anyway. Pluses, minuses?
Scott
Even though my engine monitor has a Hobbs function I chose to install a mechanical Hobbs ($15 -- I think for boats).
When doing a software change to my engine monitor I would have to remember to record Hobbs time before upgrade and set it after the upgrade.
I consider a mechanical Hobbs controlled by oil pressure switch a very reliable way to keep track of engine time.
Engine monitor also has a Flight Time function (minutes) that starts and stops at 30 mph airspeed, which I use for my Pilots log book.
In my case, during Phase I a very significan difference between the two, due to static ground engine runs and taxi times along with relatively short flights. I think I reached 40 hours on the Hobbs with less than 30 hours in the air. More than 50 hours on the Hobbs before the required 40 hours Phase I time was reached.
Finn
The terms "tach" and "Hobbs" are meaningless unless you know what's triggering them. In the old, rental days it could significantly alter what you paid for a clock hour of flight time. Hobbs could be triggered by the master or master plus oil pressure or something else like an airspeed switch. Big differences. Tach time was typically a recording mechanical tach calibrated to a particular RPM but maybe not your cruising RPM nor even the right one for that plane. In the experimental world I'd argue that the difference is meaningless for maintenance. Pick one and adjust your actions accordingly.
Bingo !
A basic Hobbs starts destroying your engine and airframe time from putting the master switch on.
The Tacho is tuned to certain revs and will really only read from application of take off power until landing - that is what the engine manufacturers call 'flight time'
Thus, as a easy peasy calculation +10% and - 10% suits the average carry on.
So...
Let's go forward to a modern aeroplane, a Pilatus PC-12. You can sit on the ground with the engine idling for 20 mins - nowt, nada, nothing on the Hobbs. Give it the beans and go flying - the Hobbs comes alive. !
Guys....... Chill - come off the spectrum and realise that a minute or two here or there matters not a jot.
What you decide to do is up to you, I am with this guy..... Keep it simple