But...what about SWA?
Q. What is the definition of Pilot in Command (PIC) time? A. Southwest 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. Look, a CS F/O CAN log PIC when sole manipulator. In SWA's case they will accept it too, as long as it was from the left seat. Just because XYZ airline doesn't accept it doesn't mean you can't do it, just be sure you separate it so that there is no confusion. Why do it at all then? Well at my company they recognize the part 61 definition. If I log my legs as PIC, when I upgrade (same type) I won't be "high mins" even as a brand new Captain. Small potatoes maybe, but one less thing to worry about on the line. If you decide to do contract work or apply for a corporate job it may mean the difference between qualifying for a Captain position or not. If the insurance is good with it, why the hell not? I have 2 PIC columns in my logbook, one for true PIC and one for 61 PIC. The true PIC goes on job apps, the true PIC + 61 PIC are for my company and anyone else who accepts it. Easy enough.
Q. What is the definition of Pilot in Command (PIC) time? A. Southwest 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. Look, a CS F/O CAN log PIC when sole manipulator. In SWA's case they will accept it too, as long as it was from the left seat. Just because XYZ airline doesn't accept it doesn't mean you can't do it, just be sure you separate it so that there is no confusion. Why do it at all then? Well at my company they recognize the part 61 definition. If I log my legs as PIC, when I upgrade (same type) I won't be "high mins" even as a brand new Captain. Small potatoes maybe, but one less thing to worry about on the line. If you decide to do contract work or apply for a corporate job it may mean the difference between qualifying for a Captain position or not. If the insurance is good with it, why the hell not? I have 2 PIC columns in my logbook, one for true PIC and one for 61 PIC. The true PIC goes on job apps, the true PIC + 61 PIC are for my company and anyone else who accepts it. Easy enough.
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) I would probably have been far eclipsed in flight time by regional captains who have been flying for years less than I have. Sure I could make the argument that I operate in a constantly changing environment and have been exposed to tons of things a 121 pilot has not but it is still up to the interview team who could very easily say SO WHAT. We fly structured routes and more value someone use to large crew coordination, 121 gate time urgency, constant high density airport operations, and larger category transport PIC time than your bravo or XL. WHo knows what the next job we all interview for will see as a priority.
