galaxy flyer

First, the ANG/Reserve UPT route is unsurpassed, you will NOT regret it. I had more applicants have problems with color vision than acuity. Not sure why, but the current color vision test is tough. Funny, even the RAAF (Aussie AF) candidates have trouble with it. Acuity shouldn't be a problem, do not take the surgery route until you are positive you are having the waiver able procedure done, that every bit of it is reviewed and approved. My nephew had it done and had no problems getting into Navy UPT even after being rejected by the Canoe U.

I've sponsored probably 20 candidates from a C-5 unit, only one washed out, IIRC and that was in OCS. It is competitive and the Guard/Reserve only selects those with outstanding chances to graduate.

The C-5 is fine, but not the best place to get good stick and rudder skills. Too much droning on autopilot. I'd jump at a fighter slot, if you are a competitive sort. Better basic flying training. I flew the F-100 and A-10 first and the lessons learned there have stuck with me. Medical drove me to the C-5. One thing, you will get more hours and pay in any of the heavies--the C-17 is probably the best now.

Find a unit or units and a mission you like and don't let go until selected. Some units are more interested in UPT candidates than others; a visit or two will tell you about them.

UAL T38 Phlyer

Sand:

Amen to everything Rick and Galaxy said.

Keep in mind: most civilians think "Guard" means the only part-time warrior. Reserve can be also...the difference is whether it is funded by the State (Guard) or Federal Governement (Reserve). Each branch also has full-timers, too. Two branches, minor sematics, transparent differences for most aspects of a career.

I initially wanted to fly heavies in the Air Force, and went fighter for the intensity of the flying. Doing so, I thought I had shot myself in the foot for future airline jobs. What I did not realize: fighter time is PIC. Heavy starts off not. Most major carriers use a multiplier for fighter time (rumor was United, American, and Delta multiplied by 2 for fighter time). They recognize that most of your time in a fighter is not on autopilot.

However, as rick posted, it can take some time to get used to a heavy airplane after spending a lot of time in nimble jets. My first airline training (747 classic) was humbling in the sim as I couldn't hold bank with 10 degrees or altitude within 300 feet for steep turns.

The best flying jobs I've ever had were military. I've enjoyed both, but if I had to pick one over the other: military. Pay and benefits are generally better too---not to mention job security (I'm leaving out the getting shot at part).

galaxy flyer

Fighter time does add quickly to the PIC column; but do what suits your goals and personality. One of best friends in UPT (an AD troop) was ATC Commander's Trophy winner, best in class, was pushed into the Eagle but really wanted the heavies, just his background and personality. Quick in F-15 RTU, nearly lost his wings but eventually went to the C-141.

The real edge in going Guard/Reserve is you will know what plane and mission awaits when you graduate. No worrying about what you will be flying.

The last guy I sent to UPT, I went to his graduation in '05, is now a C-5 IP with over 2,000 hours in the plane, a third of that PIC. That's what a war will do for you

GF

sandrich

Thanks for all of the very interesting and helpful information. One more question. People have been telling me that I must wait to finish OTS before I can even apply for an aviation slot (and even then its not guaranteed). Is this true? Then again, it was an Army NG recruiter telling me that, so they may do things differently. Or can I contact one of the units I'm interested in, find out if theres a slot/selection board coming up, and just apply. And if I dont get selected, theres no obligation. I support the military and everything they do, but I do not want to sacrifice an aviation career and all the work I've done, just to graduate OTS with no flying position...

mosteam3985

Can someone elaborate on UPT? What is it and how do you apply to get in? Do you have to be in the military before applying? As the OP asks, how do you know you're going to fly before signing part of your life away? I don't know much about the process so I don't want to make a mistake on paperwork somewhere and sign away 5 years of my life just to continue to stare at the sky. Also I'm still in college, do you suggest I join now or after graduation?

galaxy flyer

I can only speak for the USAF Reserve. Once selected for a UPT slot, that is a railroad to OCS, then UPT, then follow-on training. The rules were, 6 years old now, if one quit or were washed out, you were considered "excess" to the unit assigned, no trained specialty, and discharged. That is what happened to my one "wash out". In today's times of cutbacks and excess manning, I don't see the AFR forcing one to be trained in a career field they weren't interested in and won't stay in.

The flying position is guaranteed, your graduation is not. The funny thing is, you will go for the flying, you might stay for a dozen other reasons or careers. My first UPT pilot is now a squadron commander, having been a Chief of Standards and a Flying Safety Officer. He also is a AA B757 FO.

But, ask the specific question and the potential outcomes.

sandrich

So you can pretty much have the best of both worlds? Fly an F-15 or F-16 some days, and go fly a Boeing 737 on others. Not a bad lifestyle if you ask me...

galaxy flyer

Mostream3985

Undergraduate Pilot Training (UPT) is AF or USN training of about one year leading to being "winged"; the equivalent of getting a pilot's license. Then, it's off to follow on training in mission plane.

One has to have a four-year degree to be an officer and be an officer to be rated as a pilot. The Army has the exception of having warrant officers as pilots; not requiring college degree. One can go to UPT thru active duty (the commonly thought means) or through the Guard or AF Reserve. The training and prerequisites are the same either way; just that, once complete, the reservist AF pilot, goes back to being a reservist and can pursue a civilian career.

To start, find a unit recruiter and begin the various tests and physical. At an early point, make friends and "rush" the unit or units of choice. Like any aviation position, you need to demonstrate your personal "hunger", desire if you will, for the military and flying; your aptitude and attitude for the military. Remember, it is still a military career and all that implies. I went in somewhat reluctantly, but then wouldn't trade my 30 years for anything. And that includes an ejection out of an A-10.

GF

Deuce130

This about sums it up. If it were only so easy. I'd look elsewhere for your answers. Go to the source, your local guard or reserve flying unit, and talk to them. It's not too late for you, but you are behind the power curve. Most people in your position are already well versed in military aviation and have a better idea of what they want. BTW, don't tell anyone that you're trying to build hours for the airlines or that you think flying fighters might put you behind. You won't get a call back. And be aware that the competition is fierce.

galaxy flyer

Sandrich

Think about this for second, an F-15 ANG pilot position will consume a minimum of 7-8 days a month to be current and mission ready. A B737 low seniority FO will be at his airline 14-16 other days, maybe more, maybe less, if he lives at hs ANG unit maybe he can "overlap" the two by doing Guard while on reserve.

What I'm saying is that doing the two is a serious commitment, demanding of time and talents. The standards for the ANG F-15 guy are EXACTLY the same as the AD guy.

Be very serious!

GF