USAF Flight Records to Electronic Logbook
#1
New Hire
Thread Starter
Joined APC: May 2019
Posts: 7
USAF Flight Records to Electronic Logbook
Greetings! New to the forum. Did a quick review of this topic and didn't see anything directly related, but I could be wrong. Retiring USAF bomber pilot and beginning the process of converting my Individual Flight Records (IFR) and Flying History Report to some form of an electronic logbook in prep for potential interviews.
Looking for recommendations for an intuitive, user friendly program for knuckle-dragging types like myself. My biggest concern is going line-by-line and adhering to FAA rules on PIC time and calculating everything as accurately as possible. Bottom line: Is one program more user friendly for military types than other programs?
Any suggestions or guidance for this newb are greatly appreciated.
Looking for recommendations for an intuitive, user friendly program for knuckle-dragging types like myself. My biggest concern is going line-by-line and adhering to FAA rules on PIC time and calculating everything as accurately as possible. Bottom line: Is one program more user friendly for military types than other programs?
Any suggestions or guidance for this newb are greatly appreciated.
#2
Occasional box hauler
Joined APC: Jan 2018
Posts: 1,636
Easy answer to this. Don’t!!!
The airline will want to see the source document (I.e. your HARM records). Each airline asks for your hours slightly differently. The easy way is to take your most recent flight summary and use those hours. No airline will count any “Other” time and copilot time is also not PIC time. You will hear a lot of different approaches to how you should reduce your “aircraft commander” time to account for flights with IPs or dual AC flights. There really isn’t a need to do this. Simply add up all your flight time since you were qualified to hold the A code (less any Other time logged), that is your PIC time. When you go in for the interview place a cover sheet explaining how the numbers on your flight summary became the numbers on the application. You probably won’t get any questions. If you do, you simply point to where the numbers came from in your official records. There are certainly some very nice products to make your records look “civilian” and your wallet thinner, but they can’t beat the actual records.
The airline will want to see the source document (I.e. your HARM records). Each airline asks for your hours slightly differently. The easy way is to take your most recent flight summary and use those hours. No airline will count any “Other” time and copilot time is also not PIC time. You will hear a lot of different approaches to how you should reduce your “aircraft commander” time to account for flights with IPs or dual AC flights. There really isn’t a need to do this. Simply add up all your flight time since you were qualified to hold the A code (less any Other time logged), that is your PIC time. When you go in for the interview place a cover sheet explaining how the numbers on your flight summary became the numbers on the application. You probably won’t get any questions. If you do, you simply point to where the numbers came from in your official records. There are certainly some very nice products to make your records look “civilian” and your wallet thinner, but they can’t beat the actual records.
#3
Line Holder
Joined APC: Oct 2018
Posts: 47
USAF Flight Records to Electronic Logbook
Agreed it’s not worth it, although you technically can count OTHER if you were the A-code. Here’s the formula I used:
Add PRI and SEC at the point you upgraded to AC (your HARM records should have an FHR around that time you can do the math from). Make sure SIM and OTHER is excluded. That’s all SIC.
Next take the rest of your PRI, SEC, INSTR and EVAL time now (or all your eligible time and subtract your AC upgrade SIC totals). That should be all your time since upgrading (still no SIM and I personally didn’t count OTHER from an abundance of conservatism). Multiply this time by 90% to account for flights after AC upgrade when you may not have been the acting A-code. This is your new PIC total.
Don’t forget to add that 10% leftover to your pre-AC time to get your SIC total. That’s it - seems to be pretty commonly accepted practice. You may have to calculate annual flight hour totals for the past five years if interviewing with SWA, but that just took 20m with a scientific calculator (very handy for the display to keep track of where you are and for the backspace ability).
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Add PRI and SEC at the point you upgraded to AC (your HARM records should have an FHR around that time you can do the math from). Make sure SIM and OTHER is excluded. That’s all SIC.
Next take the rest of your PRI, SEC, INSTR and EVAL time now (or all your eligible time and subtract your AC upgrade SIC totals). That should be all your time since upgrading (still no SIM and I personally didn’t count OTHER from an abundance of conservatism). Multiply this time by 90% to account for flights after AC upgrade when you may not have been the acting A-code. This is your new PIC total.
Don’t forget to add that 10% leftover to your pre-AC time to get your SIC total. That’s it - seems to be pretty commonly accepted practice. You may have to calculate annual flight hour totals for the past five years if interviewing with SWA, but that just took 20m with a scientific calculator (very handy for the display to keep track of where you are and for the backspace ability).
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#5
Gets Weekends Off
Joined APC: Jan 2011
Position: Wind checker
Posts: 757
Easy answer to this. Don’t!!!
The airline will want to see the source document (I.e. your HARM records). Each airline asks for your hours slightly differently. The easy way is to take your most recent flight summary and use those hours. No airline will count any “Other” time and copilot time is also not PIC time. You will hear a lot of different approaches to how you should reduce your “aircraft commander” time to account for flights with IPs or dual AC flights. There really isn’t a need to do this. Simply add up all your flight time since you were qualified to hold the A code (less any Other time logged), that is your PIC time. When you go in for the interview place a cover sheet explaining how the numbers on your flight summary became the numbers on the application. You probably won’t get any questions. If you do, you simply point to where the numbers came from in your official records. There are certainly some very nice products to make your records look “civilian” and your wallet thinner, but they can’t beat the actual records.
The airline will want to see the source document (I.e. your HARM records). Each airline asks for your hours slightly differently. The easy way is to take your most recent flight summary and use those hours. No airline will count any “Other” time and copilot time is also not PIC time. You will hear a lot of different approaches to how you should reduce your “aircraft commander” time to account for flights with IPs or dual AC flights. There really isn’t a need to do this. Simply add up all your flight time since you were qualified to hold the A code (less any Other time logged), that is your PIC time. When you go in for the interview place a cover sheet explaining how the numbers on your flight summary became the numbers on the application. You probably won’t get any questions. If you do, you simply point to where the numbers came from in your official records. There are certainly some very nice products to make your records look “civilian” and your wallet thinner, but they can’t beat the actual records.
#6
New Hire
Thread Starter
Joined APC: May 2019
Posts: 7
You will hear a lot of different approaches to how you should reduce your “aircraft commander” time to account for flights with IPs or dual AC flights. There really isn’t a need to do this. Simply add up all your flight time since you were qualified to hold the A code (less any Other time logged), that is your PIC time.
I completely understand the SIC time as I have a **** load of it as a co-pilot, just want to put down as much primary time as possible without getting a stink eye during a records review.
Thanks again. Cheers.
#7
New Hire
Thread Starter
Joined APC: May 2019
Posts: 7
Next take the rest of your PRI, SEC, INSTR and EVAL time now (or all your eligible time and subtract your AC upgrade SIC totals). That should be all your time since upgrading (still no SIM and I personally didn’t count OTHER from an abundance of conservatism). Multiply this time by 90% to account for flights after AC upgrade when you may not have been the acting A-code. This is your new PIC total.
#8
Line Holder
Joined APC: Oct 2018
Posts: 47
It’s the remainder from the 90% rule. [Heavy] pilots aren’t always the A-code as ACs and IPs; we sometimes fly dual AC-AC lines, for example, or fly with multiple crews on board. 90% credit is our WAG to account for this fact and the remaining 10% would count as SIC if not holding the A-code but still flying.
In the airline world, only the A-code can log PIC, which is why you could technically count OTHER time if you were the A-code. Captains in the airlines log PIC even when they’re in the bunk...
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In the airline world, only the A-code can log PIC, which is why you could technically count OTHER time if you were the A-code. Captains in the airlines log PIC even when they’re in the bunk...
Sent from my iPhone using Tapatalk
#9
Line Holder
Joined APC: Oct 2018
Posts: 47
Or, in case I misunderstood your question, SEC time after AC upgrade is still PIC if you hold the A-code for the flight. “At the controls” and “controls manipulator” AF rules don’t apply to PIC definitions.
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