MikeF16

You've got it. I have students sandbag with me all the time and (for some of them) I think it probably does them more good to see me do it the right way then for them flounder about while I try to PAR them through a maneuver. Not to mention, most IPs in my unit will instruct the entire ride when we've got a sandbagger along and often I let them fly maneuvers after we show them the right way. For me the total was only 30 hours so no big whoop, easier to not count it then have to explain why I thought I should log it. That said, those were some of the best learning hours I've ever had while airborne.

USMCFLYR

I often flew with another IP if there was an open backseat - A/A refueling being one example where I could keep track of the notes while the IP flew and instructed. In those cases - he signed for the jet - he was PIC and I logged CP (co-pilot). We didn't have 'other' time in my community and I would have thought that we would have logged very similar to your community.

As far as your times - you have plenty in every category to be competitive, and that IP time and any other special quals you have - especially Stan/Eval type quals in the white jets will be added feathers in the cap. At least that seems to be the experience of my peers who had lots of Training Command time on their resumes.

tunes

re-attack with this thread...getting my stuff in order for the airlines. in my entire AF life we just split pri/sec/other amongst the 3 pilots (sometimes 4). I have kept track of all my A-code time and was using other for that, not counting MP time when I was not the A code as PIC so my PIC time is exact...Everything from before I was an AC i count as SIC and i threw out 100% of that other time. Obviously, because of this, my log book doesnt match my flying history report...if i do a mfr type letter explaining this is that good enough? My logbook is a far more accurate representation of my PIC/SIC

Lobaeux

I think you'd be fine with just explaining it at an interview. The three interviews I went to, there wasn't a single question about how my time was computed or not. I took in my green SARMS folder and all three places were happy with it.
I have heard of other places that gave interviewees a lot of grief over other time, military conversion times or the whole PIC, AC, IP, EP, copilot time gymnastics. Probably places I wouldn't want to be.
Just my .02

e6bpilot

If you follow the FAR and can explain it the way you just explained it, you have nothing to worry about. My navy log and personal logbook are about 700 hours off. I interviewed and they never even batted an eye or asked me any questions about it.

130drvr

I just took my logbook in. The one I converted all my military flying into it, leaving out Other. Especially if it is easier to decipher and you feel it is more accurate. I had one interview and UAL was happy with that method.

Jughead135

Fair enough--but, some airlines (notably Delta) require original records. Make sure you know what your specific airline wants to see at your interview!

CruisenAv8r

Same boat here, time always spilt 3 ways.

Question: What do documentation do you take to your interviews? Is it
1) The (huge) AFORMS printouts with every sortie you ever flew?
2) The summary page with your time in each aircraft, and your totals?
3) Something else?

I am struggling with this, as I have almost 7000 hours, but 1300 hours of "OTHER" time because I was a Big MAC guy and almost always flew augmented. To make matters worse I didn't keep my 781s, or track anything close to how the airlines do this. Not looking forward to building a spreadsheet to figure my hours out.

Thanks for any advise on how to go about this.

Adlerdriver

Airlines know that your AFORMS printouts are not going to tell the complete story, especially since most of them have a different definition of what they consider PIC than the FAA or the USAF. I seriously doubt there's a single pilot out there with totals on their AFORMS that exactly match anything they put on an application.

What matters is the method you used to arrive at the totals you gave that specific airline based on their rules. If you applied that airline's mil sortie additive show them the math. However you arrived at the all important PIC total, show them the math (and be able to stand behind it).

What worked for me at 3 different airline interviews was to bring my flight records folder. At that time it was a light green, legal size binder with all my sorties and regular flight reviews that I signed periodically. I put a cover sheet inside with a detailed explanation of my math for that airline based on their criteria. That's it.

As far as "special" math to deal with augmented flights and all that heavy stuff, I'm not going to be much help. One thing to think about is this: If you can't look at your AFORMS and figure it out beyond a doubt, the folks interviewing you certainly won't either. If there's no official record to refute what you say, it's ultimately your word they're going on (just like civilians with whatever they logged). Take your flight history and look at it with a reasonable man, conservative approach and be consistent. Be able to clearly explain how you treated your times and arrived at the totals. Most likely that will keep you out of trouble.

Of course, if you have civilian time, you need to bring that logbook too. I found it a lot easier to keep mil and civ times separate. Copying mil times into your civilian logbook is a huge waste of time and very unnecessary, IMO.

Good luck.

CruisenAv8r

Thanks for the detailed write up.