Alex Hartunian
Filing Flight Plan
- Joined
- Dec 11, 2018
- Messages
- 1
- Display Name
Display name:
Alex H
I'm new to Pilots of America. Hi all. I wanted to post some information about hobbs vs. tach. I'm joining a local flying club and they charge tach time vs. hobbs. After reading a few forums and articles on the web I thought this post would be beneficial to some seeking the same information. I noticed many articles discussed a factor of 1.2 - 1.3x tach to get a ballpark hobbs time. There was a pilot that recorded his logbook entries based on tach and the advise most gave him was multiply all your entries by 1.2 - 1.3x to get a more accurate number (hobbs).
I found recently that this varies greatly on your typical flight. If you are a pilot that flies within 40 - 70 miles of your home airport on average then your factor may be more like 1.7 - 1.8x your tach time. I flew this past weekend from Van Nuys to Camarillo and back for a hobbs time of 1.0 and a tach time of 0.6. Full stop at Camarillo. This is attributed to time on the ground (startup, clearance, taxi, run-up, etc.). If you fly in busier environments and fly IFR it's going to take you longer to get going and get a release. All that time the engine is spinning but not that fast since your RPM is low and the tach turns slower.
I think if the average flight for me was 75 miles or so (Van Nuys to Santa Barbara for example) then I would guesstimate my factor would be around 1.6x in that case. The longer legs you fly to your destination the closer you will get to the 1.2 - 1.3x factor. Would love to hear and comments and some good discussion if this post is worthy. Thanks!
I found recently that this varies greatly on your typical flight. If you are a pilot that flies within 40 - 70 miles of your home airport on average then your factor may be more like 1.7 - 1.8x your tach time. I flew this past weekend from Van Nuys to Camarillo and back for a hobbs time of 1.0 and a tach time of 0.6. Full stop at Camarillo. This is attributed to time on the ground (startup, clearance, taxi, run-up, etc.). If you fly in busier environments and fly IFR it's going to take you longer to get going and get a release. All that time the engine is spinning but not that fast since your RPM is low and the tach turns slower.
I think if the average flight for me was 75 miles or so (Van Nuys to Santa Barbara for example) then I would guesstimate my factor would be around 1.6x in that case. The longer legs you fly to your destination the closer you will get to the 1.2 - 1.3x factor. Would love to hear and comments and some good discussion if this post is worthy. Thanks!