A mesaba guy got hired outside the flow fwiw.

 

I log my LCA flight time like Dash8 said. But like you I wanted personal record of instructor duties in case it were to come up in an interview. I am creating a separate log with comments of all LCA duties (including non/flying or JS). This way I don't add confusion to the standard logging format, but I can still print up a log to show what I've been doing all these months of sitting on reserve doing L/Cs.

 

You will end up with so many thousand hours before a Major calls no one will care as you and everyone else will be overqualified.

 

I also created a column for LCA and then simply made a note as to what capacity I was acting in. I also agree do not log any time from the jumpseat. What really is going to matter to a prospective employer is that your company chose you to be a check airman. I do not think that the amount of hours you logged in that capacity is that important.

 

Lots of incorrect information on this thread. The logging of flight time is addressed only one place in the FAR's, Part 61. The airline interviewer may have a different definition of PIC in mind, and you should be ready to give him accurate numbers according to his personal definition. However, what goes into your logbook should comply with Part 61 only. With that in mind, the quoted text below is absolutely false.

If you are a type-rated co-pilot, any time during which you are the sole manipulator of the controls should be logged as PIC.

 

Notice I said "should" and not "may not." An important distinction and my statement was not "absolutely false." In addition, part 61 isn't as cut and dry in this situation as you might think.

So lets take a look at FAR 61.51 (e)(1):

(e) Logging pilot-in-command flight time. (1) A recreational, private, or commercial pilot may log pilot-in- command time only for that flight time during which that person --
(i) Is the sole manipulator of the controls of an aircraft for which the pilot is rated;
(ii) Is the sole occupant of the aircraft; or
(iii) Except for a recreational pilot, is acting as pilot in command of an aircraft on which more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is conducted.


Whats funny is that it only mentions recreational, private, and commercial rated pilots. I'm guessing that if you are PIC type rated in a 121 operation you probably have an ATP. You, therefore, have to read on to 61.51 (e)(2) which talks about ATP's. Specifically:

"An airline transport pilot may log as pilot-in-command time all of the flight time while acting as pilot-in-command of an operation requiring an airline transport pilot certificate."

The FAA (in FAR part 1) is pretty clear about what "acting as pilot-in-command" means - and it has nothing to do with manipulation of the controls. I stand by my previous "should's" - even more so since the original poster was specifically talking about filling out an airline application.

 

How could you possibly be the sole manipulator of the controls anyway of an aircraft that requires two pilots by its type certificate? I assume the non-flying pilot manipulated at least some of the flight controls (flaps, etc.) at some point...

 

Ok..so then why would you want to log it as PIC. You don't want to any time in your logbook that could be questionable. The LAST thing you want in an interview is to get into a debate about the legality of your time. You have just ruined your interview. Do the smart thing and just log it as SIC. It should be no difference between what goes in your logbook and the numbers that the interviewer expects. You shouldn't have to explain anything. Personally, I don't agree with the concept of sole manipulator in an airplane that requires 2 pilots. The third part of the paragraph shows you that if an airplane requires 2 pilots, then the acting PIC is the one who logs the PIC.

(iii) Except for a recreational pilot, is acting as pilot in command of an aircraft on which more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is conducted.