Just because you misrepresented your flight time on an application or addendum (either intentionally or because you didn't know (to that I say you're a professional pilot and should know where to look to see what it is...)) and no one said anything in an interview, doesn't mean that is good advice.

Fwiw some guys at a regional didn't know what 91K was. 91K PIC time can be used as a substitute to meet some of the required 1,000 hrs of 121SIC for upgrade purposes. They counted their part 91 business jet time (which was not 91K), and upgraded at the regional before they were legal to. One of them taxied a CRJ into a 757 on his first trip off of OE. The investigation found this error in his flight time/credit towards his 121 upgrade. 5 others were found in the subsequent investigation to not have the required 121 SIC time due to the fact that they counted part 91 jet time as 91K time (which it was not). That didn't go well for the airline or the pilots, who all got downgraded and got in trouble with the FAA. The airline had some pretty big fines.

Does 91K matter for a JB application? It probably won't help or hurt your application if you do or don't have it. But no way in h*ll I'd say I have it when I don't. If any logbook reviewer looks at that and then asks me about my 91K time (which there isn't a whole lot of in this country as it's kind of a unique situation), and I couldn't back it up, I'd expect to be done with the interview right then and there.

 

Thanks guys.

How about counting airline repositioning flights as 121 time?

 

The two I listed
Nope they operate under 91 subpart K. Which is different than owner operated 91 ops.




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If it's filed under 121 then its 121, which comes with signing a release and all nine yards of paperwork.

 

We flew all 135. Maybe back in before 2008 when fractional (less than 1/16) was a bigger part 91k was relevant. The company tried to get us to be 91 for empty legs (for duty and better mins) but realized there was way more to it than simply filing as such. And you are right 135 or 91 sic pf logged as pic doesn’t translate into 121pic time. Many get burned by this


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Airline repo/ferry flights are operated under pt 91, not 121. https://www.faa.gov/other_visit/avia.../InFO16006.pdf This indirectly discusses it.

As far as breaking those out and counting them separately for that form for an interview, I would think any time you flew at a 121 carrier, whether it’s pt 91 or pt 121, is irrelevant. That time was all at a 121 carrier. The intent of that sheet is to gauge your experience in a scheduled professional flying outfit similar to the job you are interviewing for. A c172 in a pattern operating under pt 91 is nowhere close. A fractional bizjet under 91k is pretty similar. So that’s where the beef would be if a guy says he has 2k hours of 91k time but it was actually spent beating up a pattern in a small single under pt 91, not 91k. Small little letter, big difference. Pt 91 flights at a 121 carrier? I wouldn’t sweat that.

 

I wouldn't say the ultimatum though that its always 91 for repo flight. Several times I have done repo where dispatch filed it as 121 (flight number instead of tail number when talking with ATC, signing a release and getting a cargo load report and everything else that would go with a 121 revenue flight). We are authorized to do repo flights either under 91 or 121 but maintenance flights as part 91. Maybe that's the difference though, OpsSpecs.

 

Pretty sure by definition a non-revenue flight for training, mx, ferrying, and repo is a part 91 flight. If it's a part 121 flight, it's a revenue/scheduled flight. If/when you get to JetBlue, you can reference the FOM on non-revenue operations. But it says "Part 91 operations are flights other than those operated in revenue service...snip...These flights do not involve revenue and frequently have different, less restrictive, regulatory requirements. However, all non-revenue flights are dispatched and controlled the same as scheduled flights." The OpSpecs under A001 also addresses Part 91 flights for the listed purposes above. I'd be interested to see what OPSPEC you are referring to that says you can do a repo flight under part 121.

Every part 91 mx/ferry flight at JB still has a dispatch release, still has a JBU callsign, etc., despite being a part 91 flight. Airlines typically have different flight numbers for mx/ferry/repo flights, which are usually much different than revenue flight numbers...having a callsign and dispatch release and being tracked by dispatchers doesn't mean it's a part 121 flight.

 

Interesting take, I'll review mine and see. Of course I'm not talking abt Jblue Opspec or FOM cuz I don't work here.

 

Actually after reviewing the company (not jetblue) manual, it does say we can operate repo flights as part 121. So my conclusion is that maybe its something each individual company has to be authorized for. So we can't assume for every company that a repo is part 91.