Hrkdrivr

You HAVE been around a while...are you old enough that "60-16" rings a bell?

KYTBRD

The only true way to know how much PIC time you have is to log it in your own logbook, create a spreadsheet, or download a program like logbook10pro to your iPad. Relying on AFORMS to track time and then spending day after day trying to to figure out your times when applying for an airline job is ridiculous. If you really intend to eventually fly for an airline the keep your own times from the moment you get to your first operational unit. If not, let AFORMS track your times so you can wea the 2500, 5000 hr patch and move on. If you need OTHER time to meet the mins have a good explanation or just realize there are a lot of folks out there who do not need to provide an explanation who you are competing against.

OSAVIP

Personal appearance IAW AFR 35-10, flying IAW AFR 60-16, instrument flying IAW AFR 51-37, training IAW SACR 51-135, ops IAW SACR 55-135...what else would you use?

propfails2FX

So am I. My handwritten USN logbook includes Special Crew Time in the Aircraft Commander column (as did every other A/C from my squadron). I can't get logtenpro to duplicate this trait, but it should go on my application as the Navy recognizes this as PIC time.

Any other USN augmented crew guys deal with this while applying for jobs?

FlyBoyd

If you signed for it, the entire flight is PIC regardless if you were in the seat. That is the only PIC I claimed regardless of the funky formulas some companies say you can use. It is the most conservative and easily defended. I found it extremely tedious to keep all my apps updated using each companies formula and I kept finding mistakes so I reverted to the most conservative.

That being said I easily exceeded all the mins and didn't need to claim other types of PIC allowed to get in the door.

propfails2FX

Awesome, thanks.

tomgoodman

60-16? Bah! We didn't need all that stuff.

Regulations For The Operation of Aircraft
January, 1920

1. Don't take the machine into the air unless you are satisfied it will fly.
2. Never leave the ground with the motor leaking.
3. Don't turn sharply when taxiing. Instead of turning sharp, have someone lift the tail off the ground.
4. In taking off, look at the ground and the air.
5. Never get out of a machine with the motor running until the pilot relieving you can reach the engine controls.
6. Pilots should carry hankies in a handy position to wipe off goggles.
7. Riding on the steps, wings, or tail of a machine is prohibited.
8. In case the engine fails on takeoff, land straight ahead regardless of obstacles.
9. No machine must taxi faster than a man can walk.
10. Never run motor so that blast will blow on other machines.
11. Learn to gauge altitude, especially on landing.
12. If you see another machine near you, get out of the way.
13. No two cadets should ever ride together in the same machine.
14. Do not trust altitude instruments.
15. Before you begin a landing glide, see that no machines are under you.
16. Hedge-hopping will not be tolerated.
17. No spins on back or tail slides will be indulged in as they unnecessarily strain the machines.
18. If flying against the wind and you wish to fly with the wind, don't make a sharp turn near the ground. You may crash.
19. Motors have been known to stop during a long glide. If pilot wishes to use motor for landing, he should open throttle.
20. Don't attempt to force machine onto ground with more than flying speed. The result is bouncing and ricocheting.
21. Pilots will not wear spurs while flying.
22. Do not use aeronautical gasoline in cars or motorcycles.
23. You must not take off or land closer than 50 feet to the hangar.
24. Never take a machine into the air until you are familiar with its controls and instruments.
25. If an emergency occurs while flying, land as soon as possible.

rmr1992

Ok... This a frustrating topic for me as I have struggled to accurately capture/translate my military time into an acceptable format which an airline will find appropriate. What I have done for my PIC time is to add up all the time flown as EP/IP/MP for every platform (I have quite a few -135 variants; 11 to be exact) then I subtracted the other time. I counted all of my other time as SIC since FAR 61.51 says:

(f) Logging second-in-command flight time. A person may log second-in-command time only for that flight time during which that person:

(1) Is qualified in accordance with the second-in-command requirements of §61.55 of this part, and occupies a crewmember station in an aircraft that requires more than one pilot by the aircraft’s type certificate;

Since the aircraft i have flown require multiple pilots and I occupied a "crew member station" (doesn't say pilot position or anything about flight controls) then I assumed it was ok to count as SIC.

From what I read on this thread, it sounds like I may have under stated my PIC time and unintentionally over stated my SIC time. Also i thought they only really care about PICtime anyway? Thoughts?

I am current USAF about to retire with 5356TT, 3680 PIC, 1378 SIC and 298 student. Total other time is 421.

LowSlowT2

Not only that, I remember the first year it changed it was AFI 11-206 before 11-202V3!

Instrument flying was AFM(anual), not a reg. I still have mine...

AFR 60-1, 60-2 (11-401 and 11-202V2) were also in the mix.

KC10 FATboy

Here's my thoughts. But I am in the minority position.

Go conservative. Throw out all OTHER time (even time logged when you were copilot (SIC). Second, don't count all of your MP time as PIC (you know and they know you flew with IPs and EPs at times who really had the A code).

You will have nearly or over 5000 hours TT. Either way, you're good. Very good. As far as military pilot applicants go, top 1% in flying time I'd bet.

Relax and wait for the call. Be prepped and ready to go.