Agree with what was said above. All I time is PIC time whether you signed the A sheet or not regardless if you were in the seat. Also, all A time is PIC time whether you were in the seat or not. This can make a significant difference in your mil total time and FAA total time if you routinely fly with more than 2 pilots as we do in the E-6.
The airlines generally only want the breakdown of PIC time as the hours that you have signed for the jet, which should equal the sum of all the Aircraft Commander time in your USMC logbook. All other time that you were actually in the seat but not signing for the jet is SIC time. I counted all my flight school time as Dual Received even though it wasn't technically with a CFI. I just put a note in the remarks that says Military Flight Training. This has helped me tremendously in filling out apps since I can just quickly crunch the numbers with excel and not have to worry about going through flight by flight and trying to figure out what they are looking for.

 

The FARs specifically say that any time as the instructor is PIC time. That is my basis for counting "over the shoulder" time during IUT upgrade flights. I agree with you that you definitely have responsibility for the flight whether you can reach the controls or not. If something goes wrong, it is your ass on the line as well.

 

The problem is that my AC time will not match my PIC time if I log all IP/EP time as PIC. I'm guessing this doesn't matter?

 

Not if you can separate and easily explain it. Anyone doing the hiring in the airline business has certainly seen this case and is familiar with the rules.

 

For USAF heavy drivers ... my two cents.

Airlines don't understand "other" time. Some airlines state on their websites/applications not to use it. Be conservative and don't -- even if you were the PIC. Unless you don't meet the mins, then I'd considered using it but only if the company didn't prohibit it.

Also, the people who do interviews and check your hours understand as an AC in the USAF you always don't have the A-code (two instructors flying together, you getting instructed on a training sortie etc.etc.). So therefore, don't count all of your hours after AC checkride as PIC or it looks fishy. Come up with some formula which best describes your case. For example, I said 90% of the time I was the PIC. 10% of the time I was not. Since I kept a detailed Excel log, my percentages very closely matched my real PIC time so I didn't feel guilty. If push came to shove, I could explain why I used 90/10.

Before your AC checkride:
PRI = SIC
SEC = SIC
OTHER = DO NOT USE

After your AC checkride:

PRI*.9 = PIC PRI*.1=SIC
SEC*.9 = PIC SEC*.1 = SIC
OTHER = DO NOT USE
IP = PIC
EP = PIC

This way I was conservative and honest about my PIC estimate. There's really no way of knowing your PIC time unless you kept every 781/Flying Orders. The companies DON'T want to see that crap. Be fair, don't get greedy, and you'll be fine. If you are close to making the minimums, you're flying time is going to get scrutinized anyways so be honest. If you are well above the mins, they're going to look at your flying time for about 1 second and place it aside.


As another suggested, just bring your flying total summary sheet and have a nice explanation excel/word document of how you figured your time.

Good luck.

 

It seems like if you had the a-code, you'd be justified in counting the "other" time toward your PIC time. Someone was the PIC for the entire mission. It wasn't the two copilots sitting in the seats at cruise while you were in the bunk... Is this not justifiable? I've not been to a major airline interview yet so I'm no expert.

 

Exactly, if previous suggestions say to log IP "bunk" time as PIC, then it makes sense to count all the AC time even when you are not in the seat. USMC tracks AC time. Only one AC can be on the NAVFLIR.

Someone with experience want to chime in?

 

If I'm the A code, I log the entire flight as PIC. If I'm not the A Code, I count none as PIC, seat time as SIC, and Other as "Other" in its own column. I count Other in my Total Time, but its really useless for anything else.

My method requires actually remembering and recording who was in Command for every mission. That's a lot of extra work that KC-10Fatboy has avoided. His method is fine too: He just simplified the whole thing by applying a conversion factor at the end to account for the average number of times he didn't have the A Code.

 

Exactly. I went to two airline interviews with plenty over the mins. My hours were covered so quickly that I almost wanted to talk about them some more but the interviewer wasn't really interested. You are a known quantity.

If you are neat, have a method to follow that airline's rules as you understand them, and aren't greedy...you don't have to over think this. Sometimes they want to just use the discussion as a way to see if you get flustered and how you deal with it.

 

Bingo. If you sign for the jet whether you are in the seat or not, you are a required pilot and it is part 1 PIC time. This has been discussed many times and is cut and dry. That is what airlines are looking for when they are asking for PIC time, not time in the seat. Otherwise, you are saying during that "bunk time" there is no PIC since the two pilots flying didn't sign for it.
The logbook conversion should be easy. All time that you signed for the jet or instructed is PIC. All flight time in the seat when you didn't sign or instruct is SIC. "Other" or "special crew" time only counts if you are the aircraft commander. Do not count it if you aren't.
It just comes down to the fact that the military logs time different than the airlines. I don't do block times or conversion factors since each airline adds their own factor for that. I just count the number of legs in the flight and put it in a separate column so that I can fill that out on the application. Ie, the UAL and Delta apps ask the number of flights as PIC. If you did a out/in or full stop taxi back to pick up pax somewhere, it is two legs and you will get credit for each one. Some of my flights are 3 or more legs. I put the number of legs and ICAOs in my remarks column.