3 questions

1. I have about 140 hours of civilian time in bug smashers, is it worth bringing that extra 140 along with my 3000 military hours? Btw, hit 3k today, sitting at 3000.1 Those hours probably don't make a difference in the big picture but they certainly wouldn't hurt. More importantly, they support my story about how I got into military flying, which could come up in conversation during an interview.

2. If it is wise to bring the old logbook, how can I legally move entries from that logbook into an electronic format. I've got all the original signatures for my checkouts and private pilot's license; however, I initially attempted to keep up with my military flying as well. I've got those 140 hours that aren't logged anywhere else, and then a couple hundred from being a student in pilot training. After about 350 hours or so I just gave up on keeping the log book so it is an unfinished product that I wouldn't want to show a potential employer (not to mention I'm a lefty, my penmanship is terrible!). What is the best way to take those 140 otherwise undocumented hours and safely present them in an interview?

3. I have to show my ignorance of the FARs here. I'm working on my airline app and it asks for XC hours. I could've sword I heard all military time is considered XC -- true statement?

Thanks!

 

Id def bring the 140 ga hours- itll show that youve dealt with airspace and radios- Ive instructed military guys who were a train wreck on the mic and had no idea how to enter a traffic pattern. Good luck bro.

 

Mike - sure - any time is good time. Even starting out in civil aviation shows an early interest and can provide common ground.
Congrats on hitting 3,000. That is a feat that only your pointy-nosed fellows might appreciate Is that F-16 time only or total military including any white jet IP time and such?

XC requirements for the ATP is any flight covering a distance further than 50nm from home base (does NOT require a landing).
This of it as a way for those B-52 crew who are flying intra-continental missions yet taking off and landing at the same base getting credit for those *X/Cs*. If you took off from your base and flew to a working area more than 50nm away then you could count it towards your XC total. I'm also assuming that if you didn't have your commercial certificate prior to the military flight training that you got the equivalency done sometime during your military career.

Bozo -
I'd be interested to hear more about this.
Can you give some examples?
It might depend on the community one comes from, but some spend A LOT of time briefing/debriefing communications and I've not seen any that I would say can not communicate. Now I've seen some mumble like they had cotton balls in their mouths - but what they were TRYING to say was correct at least.
Now if they are not saying something in the AIM format then I can understand that if they never flew civilian, but then I'd say most can adapt fairly well. Most at least have proven to be somewhat trainable.


800' at 500+kts right

 

Agreed. Single seat guys are the best radio users in the world for the most part. All of the former regional/GA guys I ever instructed in SUPT or in the A-10 needed a lot of work on radios. Maybe you're talking about military guys who weren't military pilots.

 

Mil guys deal with an awful lot of airspace. Personally, 24 countries for me and I was ACC. The AMC guys have a lot more than that. Ever try flying in South Korea? Take the worst airspace in the USA and multiply it by 10.

 

Im sure I was dealin with guys who were new to civilian flyin- these guys were leavin the military and new to some airspace/comm stuff. Im not the only one whos seen this btw. No offense- just sayin that ga logged time shouldnt be discounted if you have it along with yur mil time. that was the first question of this thread.

 

TYVM for the reply.

1. Bring the hours... check
3. Almost all my time is XC... check (gonna be fun figuring out where I did pattern-only...)

2. Any words on putting my entries into a more interview friendly format, in the words of Bozo, my logbook is a mess ?

I got my commercial certificate (centerline thrust restricted) immediately after I graduated pilot training via a mil equivalency deal, just started on my ATP, too bad no mil-equivalency for that! Does it matter when I got the commercial ticket signed off?

In regards to the hours, that 3k is grand total and includes student, white jet, and fighter. I've only got about 1450 hours in the Viper. Just crappy timing and a sign of the times. I've always been somebody who would much rather fly then work on some project, yet I always seem to get the jobs that keep flying as an additional duty.

"Hey, would you like to be chief of xp?"
"No"
"Congratulations, you start 1 December"

 

Agreed and understood. Not intending to start a thread drift or argument. I added my 120 hrs of GA time and I think it helped overall even though it was all in 172s. I got really good in my mil time at patterns and VFR flight in the A-10. For me it actually made a difference because it put me over 2500 hrs.

Cheers.

 

My personal opinion,... and that's all it is, and I'm sure some disagree,... is that a professional pilot should have a logbook.

As for Bozo's comments on radios: he might be referring to non-towered airports ops. Many segments of military aviation never see a non-towered airport, and the pilots have no idea on radio usage in that environment. As a career military pilot who also flies GA, I have seen this plenty.
However,... they do catch on very quick.

It ain't rocket surgery.

 

Yeah Mike F16 you really need to make sure you put down that 140 hours of Cessna time to prove you can talk on the radio and enter the pattern. The 3000 hours of intense military restricted Air 2 Air and military brevity comm and rigid pattern procedures you've flown under are pale in comparison to the gauntlets the fixed landing gear 107 indicated, no... 107 True airspeed the Cessna dudes have had to endure... The bottom line here is if you don't start ever radio call with "and" or "at this time"... You are wrong