Bull Sh*t Resumes

[100LL... Again!]

Logging both dual received and PIC at the same time is so common that I'm surprised that anyone would look twice at it.

Some schools THINK that they can tell you what you can and can't log, but they are wrong. Do your columns in pencil and go back after you leave and fill in your RIGHTFUL pic time.

 

[ePilot22]

1.2....opps...I mean 2.1

Do your columns in pencil and go back after you leave and fill in your RIGHTFUL pic time.

Whiteout! Nobody will ever know!(little winking face here)

 

[atlcrashpad]

resumes

Logging both dual received and PIC at the same time is so common that I'm surprised that anyone would look twice at it.

Some schools THINK that they can tell you what you can and can't log, but they are wrong. Do your columns in pencil and go back after you leave and fill in your RIGHTFUL pic time.

I give up... F*ck it, write down what you want. In fact use a FAT pencil to do your times. It's your log book.

 

[FN FAL]

Whiteout! Nobody will ever know!(little winking face here)

I knew an airline bound jump pilot with a log book full of green "white out" corrections. WTFO?

And what's this crap about saying who can and who can't reply to the post, it's in the general section of the forum. Wouldn't the regional or major or fars section be the best place to limit the responders to airline applicants?

 

[atlcrashpad]

resumes

I knew an airline bound jump pilot with a log book full of green "white out" corrections. WTFO?

And what's this crap about saying who can and who can't reply to the post, it's in the general section of the forum. Wouldn't the regional or major or fars section be the best place to limit the responders to airline applicants?

FN FAL,

I must have missed the can and can't reply to the post. Who posted that? There was so much coming at me, I was ducking most of the time...lol

 

[atlcrashpad]

Rifles

FN FAL,

I assume you like rifles. I picked up an RPK in Northern Iraq while I was there. Kicka$$ weapon, too bad I had to pass it along to our replacement unit when we were leaving. Had an AK w/folding stock also. Carried an M-4 and M-9 while I was flying. Always like the FN though never had one.

 

[FN FAL]

FN FAL,

I assume you like rifles. I picked up an RPK in Northern Iraq while I was there. Kicka$$ weapon, too bad I had to pass it along to our replacement unit when we were leaving. Had an AK w/folding stock also. Carried an M-4 and M-9 while I was flying. Always like the FN though never had one.

I think in sandy conditions that an AK type product would probably be more reliable. I've got a Yugo M-92 Krink variant that looks like would work well even if it was ignored for years and pulled out of sand pit.

FN's? I got a Pre-89 SAR 48 built on an Embel metric reciever, it's great. I wish it was a FAL, they are bringing in 4,000 bucks nowdays...even in well worn condition, they can bring at least 3,000.

 

[gkrangers]

I give up... F*ck it, write down what you want. In fact use a FAT pencil to do your times. It's your log book.

What was your point again? That if its dual the student shouldn't be logging PIC (even if they are rated in class and category)?

I have 185 PIC, 210TT.

I had 25 hours of Dual Recieved (non PIC) for my PPL training.

I now have 74 hours of Dual...PPL and IA...but all the instrument was also logged as PIC.

I figure another 25-30 hours of dual for the commercial single, then multi addon...take both rides at 250 hours. Figure 10 dual for the multi, and thats non pic, since I'm not licensed.

So I'll have a 35 hour spread between PIC and TT...then some more CFI dual...which will also be logged as PIC on my part. So my spread should stay at ~35 hours.

If I start instructing after that, that'll all be PIC, too...

Sounds reasonable to me...

Edit: I would say more like 40 hours of a spread, with that extra 5 hours coming from a complex aircraft. But I'll pickup that 10 hours of complex time in the twin, which was already accounted for. So 35 it stays..

 

[atlcrashpad]

resumes

Forget it, I was trying to point out that there might be some issues later down the road for resumes that appear to be questionable. Obviously I've struck a nerve with a lot of you guys. I've got my 121 job.

I was just trying to pass along some advice. Something that was not offered to me when I was a 200+ hr struggling pilot looking for a full time flying gig. Besides the FAA no longer requires you to get your log book validated by them anymore before your ATP. Log what you want.

 

[VNugget]

Forget it, I was trying to point out that there might be some issues later down the road for resumes that appear to be questionable. Obviously I've struck a nerve with a lot of you guys. I've got my 121 job.

I was just trying to pass along some advice. Something that was not offered to me when I was a 200+ hr struggling pilot looking for a full time flying gig. Besides the FAA no longer requires you to get your log book validated by them anymore before your ATP. Log what you want.

I appreciate the intent to help, as I'm sure others in my position do, but I'm still don't see what's fishy about your example in the first post. Others showed how if someone logged their time as per 61.51, it is completely reasonable for someone to have that little non-PIC time.

 

[gkrangers]

Forget it, I was trying to point out that there might be some issues later down the road for resumes that appear to be questionable. Obviously I've struck a nerve with a lot of you guys. I've got my 121 job.

I was just trying to pass along some advice. Something that was not offered to me when I was a 200+ hr struggling pilot looking for a full time flying gig. Besides the FAA no longer requires you to get your log book validated by them anymore before your ATP. Log what you want.

Well from what I understand, the way I log my time is legitimate.

So whats the problem?

Should I fudge things in the opposite direction and lower my actual totals?

All my dual recieved is logged as such, its not solely logged as PIC, if that is what you are getting at. It is logged as both...

 

[atlcrashpad]

Part 1

In addition to Part 61.51, Part 1 definitions: PIC

Pilot in command means the person who:
(1) Has final authority and responsibility for the operation and safety of the flight;
(2) Has been designated as pilot in command before or during the flight; and
(3) Holds the appropriate category, class, and type rating, if appropriate, for the conduct of the flight.

How many have completed (2)? Call your local FSDO and see what they say. Who has final authority and responsibility for dual given?

It's a fine line and very gray area.

 

[atlcrashpad]

If you think it is just me look at the below info from the Southwest airlines web site.

3Southwest Airlines defines "Pilot in Command" as the Pilot responsible for the operation and safety of the aircraft during flight. This definition is taken from PART I of the FAR. Southwest Airlines further allows logging of PIC as follows: For an aircraft requiring a type rating: If both pilots are type rated, the pilot in the left seat and sole manipulator of the controls may log PIC. If only one pilot is type rated only that pilot may log PIC, regardless of seat position. For aircraft not requiring a type rating: Only the pilot in the left seat and sole manipulator of the controls may log PIC. For military personnel, Southwest Airlines will allow flight time logged as "Pilot In Command" (PIC) only if you are the Captain/Aircraft Commander or Instructor Pilot. Primary time will only be considered PIC on a specific aircraft after an individual upgrades to Aircraft Commander in the appropriate aircraft. Time logged, as "Other Time" will not be considered. When converting taxi time a conversion factor of .3 or eighteen minutes, per leg/sortie should be used. These guidelines are imposed by Southwest Airlines for the purpose of standardizing the calculation of flight time.

 

[atlcrashpad]

hey more...

From JetBlue web site.

*JetBlue will only consider PIC time when the Pilot has signed for the aircraft. Please use only this time when completing the areas of the application asking for PIC time to be entered.


opps. FAR Part1 defines that

 

[atlcrashpad]

UPS web site

Hiring Now for Flight Officer Positions!
Louisville, KY UNITED STATES
Minimum Requirements:

• Hold a current FAA First Class Medical Certificate
• Hold a current ATP certificate OR hold an ATP written with a commercial pilot airplane multiengine land certificate with instrument certificate
• Hold a current flight engineer written or current flight engineer certificate
• Have a minimum of 1500 hours of total flight time
• Have a minimum of 1000 hours pilot in command (PIC) hours in fixed-
  wing jet and/or fixed-wing multi-engine turboprop Pilot in Command, per FAR 1.1, means the person who:
  1. Has final authority and responsibility for the operation and safety of the flight;
  2. Has been designated as the pilot in command before or during the flight;
  3. Holds the appropriate category, class, and type rating, if appropriate, for the conduct of the flight