Very good deciphering that. I'm glad you stated the obvious.Repo = reposition flight != repossessing an aircraft
Very good deciphering that. I'm glad you stated the obvious.Repo = reposition flight != repossessing an aircraft
Very good deciphering that. I'm glad you stated the obvious.
Are we talking brown gravy or white with your mashed potatoes?Oh... saucy.
Well, what do you guys think? Part 61 says that the holder of an ATP certificate who is appropriately rated in an aircraft can log PIC while he/she is manipulating the controls. Would this be a problem during a logbook review when applying for a major?
I'm just curious, never having been in the 121 world....... Are the airline hiring boards (or persons) not aware of the existence of Part 61 and what those "logging PIC" rules are? Because the time as described by the OP seems like perfectly legally "loggable" PIC time. Kinda goes back to that perennial favorite topic of discussion ..... the difference between "Logging PIC time" vs. "Acting as PIC". Type rated pilot, sole manipulator of controls, Part 61 ....... that time is legally loggable as PIC time ...... and would be perfectly "useable" as PIC time for FAA purposes, like towards another certificate or rating or whatever. But the "airlines don't like it"? Is that the crust of the situation?
They are saying "PIC" time to make it easy. What they are looking for is 121 turbine time while ACTING as Captain, not necessarily PIC time as defined in 61. Same with military, the only person that can "log PIC" time is the aircraft commander, regardless of who sits where or even if he/she is in the cockpit.
I'll do you one better...I actually do have to sign the release and mark "PIC" with the times when the old man is on break. Still log everything as SIC.
Well, I do know your über magic TPIC time doesn't start running until after Captain IOE...Really? I thought like the military, only one signed for the plane and only one PIC. That's like if the CA goes and hits the head on our flight, I'm acting PIC but only in theory.
Yep, I don't know all the voodoo behind it, but our FOM requires that we sign the release when the CA goes on break. If I do (most don't care, and I don't care to sign junk on F/O pay), I still don't log the PIC.Really? I thought like the military, only one signed for the plane and only one PIC. That's like if the CA goes and hits the head on our flight, I'm acting PIC but only in theory.
"Close...but not quite!"Yep, I don't know all the voodoo behind it, but our FOM requires that we sign the release when the CA goes on break. If I do (most don't care, and I don't care to sign junk on F/O pay), I still don't log the PIC.
He always is.BobDDuck said:Oh... saucy.
Yep, I don't know all the voodoo behind it, but our FOM requires that we sign the release when the CA goes on break. If I do (most don't care, and I don't care to sign junk on F/O pay), I still don't log the PIC.
I find it interesting that you sign the release after the fact. You are signing to acknowledge it is the correct flight and you agree with the dispatchers that all parameters have been met for a safe successful flight.
30K up over the North Atlantic:
Nope, doesn't look right to me, I'm not signing for this...
I kid...I know FOMs/FARs/OpSpecs rarely make sense...I get the point