SlickHerc

I agree completely, very well said. I've been Guard Bumming in Herks and applying for Airline jobs for a number of years but also have a civilian corporate background in the King Air so I've looked at the same issue with many airlines and the way they want the numbers crunched. Here's a couple of things you might consider as well, and they're worth exactly what you're paying for them!

I've flown all the different models of King Air at some point over the years but all Civilian so none of my BE 20 (i.e. 200) time counts as "over 12,500" like your C12 time does. That's because Beech type certified the 200 with MGTOW of 12,500 so corporate customers didn't have to obtain a Type Rating to operate it. It's a marketing strategy, as I understand it. Any Doctor rich enough and brave enough can buy it and fly it with just a private multi-engine ticket if desired (He's the genius you see taking off into the weather at Aspen while the Pro King Air drivers are hanging out around the fire place in the FBO explaining to the owners why we can't leave yet even though they just saw an airplane "just like ours" take-off). The Military doesn't care and wants the extra capacity and mechanically speaking the airplane is capable, hence the C-12 requires a type rating because it is certified with a MGTOW over 12.5. All my 90 (T44), 100, B100, & 200 time is reported as under 12,500. Only my 300/350 time is broken out for above 12,500, obviously. I think the more important stat is your C12, and my 350, type rating. It shows we've passed an evaluation to a known standard of proficiency. It's possible for a Civilian pilot operating a 200 for a Part 91 company to never have had a formal check ride, with pink slip potential, in the airplane.

Consider your audience. I imagine anyone looking at your numbers at an airline, who is a "decider", has probably been flying a Part 121 turbojets for a number of years. From their paradigm they will probably look at all of our resumes and say "looks like you've got some King Air time, cool." Regardless of your Squadron or the type of King Air your flying your real value comes in the fact that you are known quantity, a product of a formal military pilot training course, and for some, also entrusted with instructing and evaluating other pilots in that formal course of training. They look at your military flying records an know exactly what you've accomplished and what they are getting. Unlike me with all my civilian King Air time, outside of the hours they can see in my log book they really don't know "who" I am as a professional aviator as a result of that experience, which is really the entire point of the whole exercise! I'm forced to rely on my stellar good looks and winning personality.

Big Picture:
Be as open, accurate, and transparent as you can possibly be with you logging, and reporting when the time comes. Nothing will kill you quicker than the perception of dishonesty.

Be conservative, if the airline wants only the time you signed for the airplane to be considered PIC...then do it. The numbers are what they are, if you don't have the time now, you will. Be patient, work hard, fly your butt off. When the call comes you'll be proud of your application package and completely confident in explaining who you are in relation to your log book during the interview. They look at lots of logbooks and are trained to pick out the fudgers. They probably won't tell you why you aren't being offered a position but you can bet any future potential with that company in subsequent hiring rounds is over and you won't even know it.

Play on the strength of your military experience, being held to an exacting standard with very real professional consequences if you didn't measure up. Don't get wrapped around the axle or side tracked with the 12.5 stuff. But good on ya for caring enough about the profession to agonize over it, I've been there too.

This is my first ever post on a forum, I think it was way too long! I'll work on it.

Cookenbauer

Hey man...pretty awesome first post! Well put and I agree.

But I think we are getting off on a tangent a little. Trust me...I'm a big picture guy. I understand that getting lost in what could be considered trivial would make anyone go crazy and be unnecessary.

But the question I'm asking isn't being answered. Others have pointed out that plenty of T-44 guys have been hired in the past. Yes, that's true...I know a couple myself. But they also had 3-4k hours without needing the count the T-44 time on their app. It didn't make or break them...it only added to the strength of their resume because it's obviously valuable multi-engine IP time.

Any 20 year Navy/AF/Army flyer will have plenty of hours and make the cutoffs. But I'm talking about the JO who separates/resigns and really might have 2 flying tours. So myself as an example, I left my first community (E-6) with 1300 hours (700 PIC). I now fly C-26's and will leave with 650 (500 PIC). I make the mins because all my time is listed over 12,500 for the 1500/1000 wickets.

But let's say I didn't fly the C-26...and was in T-44 land. I would leave with a lot more hours and would be closer to the 1200+ total with most of it being PIC. My totals would be around 2500/1500 PIC range. But I don't make 1500/1000 that FedEx lists as a requirement. I only have 1100/650 as over 12,500.

Why emphasize 12,500 as a requirement if you don't care about it? If that were the case...then I would think you would just list all time you have and each app would be considered for their own merit right?

I've heard the advice multiple times that if you have the MINS you should apply because you have a chance. But I honestly don't think if you are even making the mins now in the scenario.

This whole thing came up because my old man (who flys for Purple) called me to ask about my plane. Then he asked about my younger brother who is coming up verbal Corpus orders. So if he has no choice..that's one thing. But if you had a choice between squadrons, and one is definitely above 12,500 and one isn't...shouldn't that be given consideration?

Either way, he emailed the Chief Pilot (they are acquaintances) to clarify. I'll post the answer. Hopefully it's like everyone above has said.

satpak77

not a mil guy (but yall have my utmost respect)...not knowing anything else, I would go to a 12,500 place versus not. Obviously if the non-12,500 place is near wife's hometown or secondary QOL reasons are in play, then I understand.

That way this issue or question is automatically put to rest

USMCFLYR

Satpak -

The places are at the same place; same ramp even.

satpak77

Roger that....failed reading comprehension ! Saludos

USMCFLYR

I doubt that satpak
I imagine there is little, if any, reason for you to have known the locations of the two squadrons mentioned.

Intel33

Go for the Large C-12

satpak77

.........

kingairip

Take either set of orders you're lucky enough to get. Those are highly desirable, competitive, difficult to get orders.