Companies want to know how much time you have flying as a pilot, not bunk time as a pilot!!! Throw all the other time away to avoid any questions of integrity or flying a number 2 lead airplane! Most companies will only interview you once! If given a second chance it means you have a very big hill to climb to give a good impression!:D
Once you meet the mins, it is your NETWORK that gets interviews.
THERE ARE TENS OF THOUSANDS OF HIGHLY QUALIFIED PILOTS LOOKING FOR WORK!!!!!:eek:
They don't hire pilots on a "who has more flight time!"

Don't waste an oppurtunity for "icing on the cake" or "I'll be more competitve".
mins = interview = JOB!(GREAT JOB):)

the reason you can use other time as the A code in figuring out time is because youre still responsible for the airplane.

Plus, it makes up for the fact that civilians log block hours which even after we do a military conversion is usually more. For example on any given day, My brother (Mesa) logs "7-8 hours" of flight time when he flies out of O'Hare, 2 hours of which are spent on the ground.

its not dishonest as long as your not hiding it, just be smart about it. talk to any reservist at your base theyll do a great job of explaining it

ex-AD, now a reserve type. If you are civilian pilot, you will be competing with civilian types from the civie stack of resumes. Same true for mil types! They know about the differences and judge your hours based on your experience within your background (mil). Fighters will be given much more weight for their hours since they log them 1.5 at a time versus the C-17 guy! (They really do know about what to expect from every fighter, tanker, airlifter based on years of flying.)

A job is not worth a few extra hours! After meeting the mins every hour is really not as important as your NETWORK! Pilots are almost never called in by who has the most hours!!!:D

TankerDriver,
You're serious that you've never seen the A-code in the bunk? Happens with us in the C-17 community all the time. I log every hour airborne as PIC (as long as I'm the A code) whether I'm in the seat or not. During cruise and after coast out, I'm getting in the bunk as much as anyone else.
Am I wrong here?
spciii

I dont think you're wrong...but then I do the same thing:D Plus when you're at cruise the a/p is doing all the work and if the smallest thing goes wrong or a question comes up my CPs always come get me. I wont even lay down if I think there's weather up ahead...and of course you are in the seat for every takeoff, landing and air refueling.

As for "other" time I subtract it from total time but count it in my PIC time. I know that technically if I continue to fly w/3 or more pilots I would eventually end up with more PIC time than total time but I think I could easily explain it in an interview...and more importantly I dont foresee that happening....

How to log time
 

Okay,
I have read a lot about this topic and had many more discussions than I care to remember. This is the method I use. Take the total time since you have been a AC to include Primary, Secondary and other and put that in one colum. Multiply this total by .90. This is an ethical trade off. The .90 signifies that you had sorties just like the rest of us when you flew either with a more experienced rank heavy AC or an IP. So if you have 1000 hours your telling them that you only had 900 becuase you are taking into consideration these facts. Your IP time stands alone. By logging IP time your are stating that you were providing instruction and were the person in charge while doing so. EP time is a little bit different, when you are evaluating you are not assuming either seat and unlike IP you didn't sign for the jet. This should be placed in a different colum all togther. Your Primary and secondry time as a copilot should count as SIC. Your other time as a CO should count just like your student time towards your military total time but not as SIC. Clear as mud? I believe that if you can stand behind your claims and are able to explain yourself you'll be fine. Know the FAR/AIM and 11-401 and be able to answer questions if they come up. If you can't explain it then don't log it. Make sense. Hope it helps and if someone has something concrete in writing I would love to see it.

Shaggy, I'm assuming you've interviewed and been hired by at least one airline. So do you mind revealing which carriers you interviewed with accepted the 90% method? I've heard of guys doing that before but I'm a bit hesistant because in the end its a big wag. For guys that x-flow or were FAIP/OSA first they probably have a lot of FP time from when they first showed up to their MWS that AFORMS put under the MP category (probably b/c they their initial checkout was through a MP class - but they may have not been cert'd as an AC for another 6 mos-1yr). I can see that 90% rule working for guys that started in 1 plane and stayed in it but it might not be very accurate for others...but of course the bottom line is who will accept it

I sent an e-mail to NetJets and asked about their conversion factor. It is 1.2 not 1.3. The e-mail reply is extracted below.

"You can apply a 1.2 conversion if needed to meet total time 2500 (TT*1.2), if you have the minimum, you do not need to apply the conversion.

Jerry McDermand
NetJets Aviation"

Does anyone have any experience in what, if any, military conversion that the foreign carriers allow (ie Cathay, SIA, Emirates)? I assume talking with their recruiting/HR depart would be the best source?

As a general rule of thumb, I would not use a conversion unless it explicitly says you can somewhere in the application process....

HTH
Spongebob