How can this be?

[JimL]

weigh anchor:

In the absence of further detail, here are some facts that might be considered:

1. There is abosutely no reason why PC2 cannot be used onshore by all operators - it is permitted when operating with a maximum approved seating capacity (MAPSC) of 19 or less. It requires calculation of the second segment climb performance (a climb of 150ft/min at 1000ft at Vy above the take-off surface) and might provide a higher take-off mass than the equivalent WAT for the Category A Clear Area procedure. The only other requirement is the ability for a safe-forced-landing in the event of a power unit failure on take-off; I think you will agree that most runways provide that. Under these circumstances, once the helicopter reaches Vy, de facto PC1 is achieved - obstacle clearance must be shown at all stages.
   
2. The recording of flight time differs when used for FTL, FCL or maintenance (as a reading of the ANO will show).
   
3. The definition of Flight Time (for FTL) might differ in each State depending on whether they have picked up the ICAO definition:
   Flight time — helicopters. The total time from the moment a helicopter’s rotor blades start turning until the moment the helicopter finally comes to rest at the end of the flight, and the rotor blades are stopped.

   in view of the misunderstandings that stem from this definition, there has been a proposal to add the following notes to the definition:
   Note 1.- The State should provide guidance in those cases where the definition of Flight Time does not describe or permit normal practices. Examples are: crew change without stopping the rotors; and, rotors running engine wash procedure following a flight. In any case the time when rotors are running between sectors of a flight should be included within the calculation of Flight Time.
   
   Note 2.- This definition is only intended for the purpose of flight and duty time regulations

   this goes beyond the purpose of block to block which (from memory) is the time from when the helicopter moves under its own power to the time it comes to a rest at the completion of the flight.
   
4. Flight time for maintenance is the time from lift off to touch down - and is usually the time put into the technical log.
   
5. Flight time for FCL purposes can be associated with 'stick time' under some interpretations.
   
6. The definition of flight time for FTL will only be harmonised over Europe when EASA produces a single regulation for helicopters.

I hope this clarifies some of the issues.

Jim