I'm with Adlerdriver, and not just b/c of his screen name. I did most of my time on AD but have been a reservist for 4 years now. The AFR puts all new guys who are fresh out of UPT and initial qual training on anywhere from 1.5-2 years of full time AD orders (if they're not ARTs). In the AF's mind (and most other experienced pilots) you really need to dedicate yourself 100% to learning your new mission and responsibilities. Not sure what you're going on to fly but you owe your family and crew the knowledge that you're doing everything you can to be as tactically proficient and safe as you can possibly be. Spreading yourself too thin too early is asking for trouble. The airline jobs will come. I'd ask more about what seasoning $ are available. Focus on being as good of a pilot you can in what Uncle Sam has paid you to do.


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well said...definitely gives me some stuff to think about.

Good to hear. Don't be in too big of a hurry - the hiring will continue for many years to come. If you ever feel the need to say "cheap", "quick", and "professional pilot" (of any type) in one sentence go give yourself a reality check. Those sorts of terms should really not be used together if you want to safely succeed long-term.


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good point...and i do not want to become a statistic that's for sure

There is nothing wrong with pursuing fixed wing ratings or flying for the Regionals while in the Guard. You certainly won't be the first! Go for it while you still have the brain cells! As far as dedication, professionalism and proficiency for your Unit and crewmembers, they won't tolerate or accept anything less! Quite frankly, flight instructing in civilian aviation will only enhance your knowledge and professionalism.

To tell you the truth, I haven't seen very many "rotor heads" from the Army in the airline industry. They are there, but are few and far between. My guess is Army aviation is a dead end to civilian flying unless you want to fly air ambulance, crop dust, work for the FAA or do what you suggest and kick some butt in getting your FW ratings. Smart move! Just my opinion though!

Of course not. Jim's not saying that and neither am I. We are cautioning him to be careful that he does it right.

My fighter squadron would have NEVER allowed a new pilot training graduate to return and immediately be a part timer. It would have taken at least a year (more likely two) of full time orders and rigorous training and self-study during that time before we could even consider it. Most part timers were veterans of 2-3 active duty tours totaling more than 10 years of consistent flying experience. That experience allowed them to leave the fighter flying for 2 weeks or more at a time, go fly for an airline and come back the next month and get back to speed quickly. An inexperienced pilot simply can't do that safely. So, that's the point of view I'm coming at this with.

Maybe Army aviation is different, but I kind of doubt it. While I'm sure it's different than flying fighters, I'm guessing there are many aspects of it that make it challenging. We're simply saying that his unit (and his family) need him to make sure his priorities are straight and he is devoting an appropriate amount of time toward mastering the aircraft and mission. Working on a 4-year degree, training for a commercial pilot's license, holding down multiple part time jobs and raising a family is quite a tall order all by itself. Doing that all on top of the Army flying when fresh out of training doesn't seem too smart.

I'm still waiting for someone to explain how flight hours are cheaper because you're getting a second degree while flying.

Also, does RW training with the Army fulfill the military pilot requirement of the FAA 750 hour R-ATP fixed wing license?

Perhaps college flight training is cheaper than going to the local flight school because State schools don't have to pay all the taxes private companies do. In addition, student loans and grants are easier to obtain from a University versus a private loan for commercial schools.

2nd question. Answer is: partially. The fact that one is a US military aviator allows them to get a RATP at 750 hours. However, military rotorwing pilots still need the required fixed wing hours of PIC, Night, Instrument, multi-engine fixed wing and so forth which can be obtained from civilian sources. The helicopter time really doesn't count for much except getting accelerated fixed wing add-ons! Its the military pilot wings that allow for the RATP reduction in total flight time whether fixed wing, powerlift or rotorwing.

Hopefully his Unit keeps him busy! My guess is it all depends on budget resources in a State Army National Guard Unit. As far as civilian training goes, one can budget a few hours a month in their spare time (if any) and knockout an add-on pretty quick. It's only 50 hours fixed wing for a commercial add-on. However, you are not very employable unless you get a CFI.

I believe the Post 9/11 GI Bill will not pay for a private pilot certificate (and requisite training) if not attached to a degree program. If he is in a VA-approved degree program that includes Private Pilot training, it is fully covered/reimbursed and he will also be eligible for the Housing Stipend ($$$).

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I've heard that the new 9/11 update is that it won't cover the Private (Thanks to a select few schools for abusing the program and our lovely politicians for thinking that a blanket punishment was the way to go). I used it to get all my fixed wing ratings (2013-2015). Did it through a community college, then once I got the ratings I needed, bounced out and finished my B.S. at Embry-Riddle online (100% covered under the 9/11 at all their worldwide campuses).

Now looking to put a package in with the Army WO Aviation program hopefully by the end of the year.