I hate to keep beating a dead horse

Bill,

 

It's winter, with unusable time on one's hands what else is there to beat?

 

I have, not unusually, taken a different approach than the FAA. I'm experimental anyway.

 

Flight times for the purpose of Pilot logbook entries are from Master Switch on to Master Switch off, if a flight occurs. There are two reasons:

 

1. Once the sw is on I am the PIC, responsible for the expensive equipment and precious people present.

 

2.  This is pretty close to what the insurance company considers a change in the "state" of the aircraft.

 

GPS "trip" times and speeds are useful for bragging since it only counts when grounds speeds are in excess of 30 Kts with a 600 Kt upper limit.  I wonder what to do if I have to face a 160 Kt headwind?

 

Engine time (Tach time, >1500 rpm) is useful for engine/propeller/accessory milestones - oil change, vacuum filter, etc. It is recorded when these activities occur.

 

Airframe time (Hobbs, power to the main bus) is useful for the panoply of general wear and tear, including instrumentation, wiring checks, gear cycling, etc. This number is recorded, along with Tach time, as a historical marker when I am acting in the capacity of manufacturer, modifier and/or repairman. 

 

I do keep track of "cycles" as a predictive wear measure for tires, brakes, odds on upcoming bounced landing, etc.

 

I used cumulative wall clock time to record building events in my photo builder's log.  Also, cumulative pounds of sandpaper consumed.

 

I use cumulative years to measure wear and tear on my person.

 

My day event timer, mounted on my wrist and accurate to the second, tells me it is time to go to the airport.