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Army Aviation Officer Vs Warrant?

Old 07-25-2019, 03:25 PM
  #51  
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Question about Army fixed wing training. I know back in the day the FWMEQC was a course available later in an Army Aviators career to transition to the fixed wing fleet like C-12/Sherpa/ARL? etc. Basically you were likely a more senior warrant who knew someone or had incriminating pics of someone. Really hard to get back in the day. Now you can get fixed wing right out of the gate through IEFW. That's a turbine Grob 120 then on to the C-12 I believe. Was the old FWMEQC a C-182 direct to C-12 or was it C-182-Baron-C-12? I've heard it was both.
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Old 07-25-2019, 04:29 PM
  #52  
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Originally Posted by aeroengineer View Post
Question about Army fixed wing training. I know back in the day the FWMEQC was a course available later in an Army Aviators career to transition to the fixed wing fleet like C-12/Sherpa/ARL? etc. Basically you were likely a more senior warrant who knew someone or had incriminating pics of someone. Really hard to get back in the day. Now you can get fixed wing right out of the gate through IEFW. That's a turbine Grob 120 then on to the C-12 I believe. Was the old FWMEQC a C-182 direct to C-12 or was it C-182-Baron-C-12? I've heard it was both.
I went through the FWMEQC in 2010 and it was C-182 to C-12 sim to C-12, with a few Zlin flights for upset prevention/recovery. Not long after I finished the course they added the Baron in the middle.
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Old 07-26-2019, 03:43 PM
  #53  
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Originally Posted by porkchopexpress View Post
I went through the FWMEQC in 2010 and it was C-182 to C-12 sim to C-12, with a few Zlin flights for upset prevention/recovery. Not long after I finished the course they added the Baron in the middle.
Thanks very much. That explains it. Now my big question is how hard was it to go from a 182 to a King Air? Obviously a sim in there helped. How many hours did you get if you don't mind my asking? I can see where a Baron could cut costs in there if the total multi hours remained the same.
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Old 07-26-2019, 06:29 PM
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Wanting to serve and fly Army rotary is both cool and commendable. But not in any way the best choice if you want to fly 121.

If a major is the goal, work towards that first. Instruct, regional PIC, get hired. THEN you can look into joining a Guard unit near you and going to IERW. Or go to a regional with good flow potential. USERRA will protect your job, and you'll have a whole new way to expand your skill set. It's not a bad idea to possibly enlist in an aviation unit while building time, start your mil retirement clock and get some of the student loans paid off.

If civilian rotary of some kind is the goal, go warrant.
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Old 07-27-2019, 03:13 AM
  #55  
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Originally Posted by aeroengineer View Post
Thanks very much. That explains it. Now my big question is how hard was it to go from a 182 to a King Air? Obviously a sim in there helped. How many hours did you get if you don't mind my asking? I can see where a Baron could cut costs in there if the total multi hours remained the same.
Is there a particular reason(s) why you are asking these questions? Going from a Cessna 182 to the C-12U1 isn't even relevant anymore.
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Old 07-27-2019, 06:03 AM
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Originally Posted by Gundriver64 View Post
Is there a particular reason(s) why you are asking these questions? Going from a Cessna 182 to the C-12U1 isn't even relevant anymore.
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Old 07-31-2019, 10:12 PM
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Originally Posted by rickair7777 View Post
True. In years past you could hire off the street just like the other services (for sure as an NFO, I know one), but that went away a long time ago. Due to the small number of Navy reserve squadrons today, you'll pretty much need to be current in type and even then it's still competitive. I'm not sure about the C-40 squadrons, they obviously hire folks from other airframes, but I'm pretty sure that's competitive too. But even C-40's might eventually all go to ex- P-8 pilots
Most of the Navy reserve transport squadrons have no AD components to draw from, ie C12's, C130's, C20's(GIV), C37's(G5/550's), C40's(737).

Your right that may try to fill C40's with some P8 pilots, but also true that Navy Reserves only take AD pilots from the Navy, Marines and very rarely an interservice transfer (takes at least a year to convert wings of Lead to Gold).

In strong hiring environments like now, AD helo pilots can often get into VR squadrons as FTS (AD) for a two year stint vice joining an RJ unit to get similar experience and try to make a direct-to-major career jump.
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