Posted on Jun 17, 2019
Is it possible to become a pilot in the Army as an O-grade officer?
8.82K
8
18
2
2
0
I was wondering if this was possible or if flight seats are only reserved for Warrant Officers. If this is a thing, does branching work the same as everything else at OCS or is there a special process to become a pilot as a 2LT? If the branching works the same as every other branch, how many pilot slots does the average OCS class see? Thanks in advance.
Pilot
2d Lt
Officer Candidate School (OCS) (Army)
Posted 5 y ago
Responses: 13
2
2
0
Sgt Kinyaevsky,
You need to contact an Army Officer Selection or Recruitment Officer for more information.
Given the USAF claims to be short on pilots, take a look at them, too.
Why Army Aviation? The usual pipeline for rotory-wing aviation for Marines, Navy & Coast Guard is a college degree, OCS, Flight School. Age is a factor on this route: you must be younger than 26 1/2 at the time of commissioning.
The Army Aviation route is less formal. When we had “Throw Away Aircraft” (WW2, Korea, Vietnam and Cold War) we had “Throw Away Pilots”, meaning enlisted pilots and “Naval Aviation Cadets” (NAVCAD) who were NAVCAD rating and paid E-5 until they completed Flight School. Then commissioned as an Ensign/2ndLt O-1.
To make it past O-3, you needed to squeeze a Bachelors Degree in there.
The WO/CWO world is unique to Army Aviation (as far as I know).
Start finding out the programs. I went Platoon Leaders Class (PLC) Jr. & Sr. in 1978 & 1979. Commissioned in 1980. Completed Naval Flight School on 13 AUG 1980. Got to fly the F-4, TA-4, EA-6B & T-2C from 1981 to 1992.
I would do it over again in the Navy. No drama, just flying. Contemporaries who “Cross-Decked” had solid flying careers in FA-18 Hornets & Super Hornets & EA-6B Prowlers.
You need to contact an Army Officer Selection or Recruitment Officer for more information.
Given the USAF claims to be short on pilots, take a look at them, too.
Why Army Aviation? The usual pipeline for rotory-wing aviation for Marines, Navy & Coast Guard is a college degree, OCS, Flight School. Age is a factor on this route: you must be younger than 26 1/2 at the time of commissioning.
The Army Aviation route is less formal. When we had “Throw Away Aircraft” (WW2, Korea, Vietnam and Cold War) we had “Throw Away Pilots”, meaning enlisted pilots and “Naval Aviation Cadets” (NAVCAD) who were NAVCAD rating and paid E-5 until they completed Flight School. Then commissioned as an Ensign/2ndLt O-1.
To make it past O-3, you needed to squeeze a Bachelors Degree in there.
The WO/CWO world is unique to Army Aviation (as far as I know).
Start finding out the programs. I went Platoon Leaders Class (PLC) Jr. & Sr. in 1978 & 1979. Commissioned in 1980. Completed Naval Flight School on 13 AUG 1980. Got to fly the F-4, TA-4, EA-6B & T-2C from 1981 to 1992.
I would do it over again in the Navy. No drama, just flying. Contemporaries who “Cross-Decked” had solid flying careers in FA-18 Hornets & Super Hornets & EA-6B Prowlers.
(2)
(0)
Sgt George Kinyaevsky
Sir, thank you for taking the time to respond to my question. I have looked at Marine aviation as an option and it's not for me. For both of my duty stations I was attached to Osprey units and interacted with pilots on a daily basis, the short story is that Marine aviation is just not doing too well, without mentioning anything with regards to OPSEC that isn't already known. The only thing the Marines have that's attractive about their aviation program is a guaranteed flight contract before going to OCS, but unfortunately as I've mentioned before, it just wouldn't be for me.
(0)
(0)
LtCol Paul Bowen
Sgt George Kinyaevsky
Good Headwork, Sgt. The Marines were good in WW2, Korea and Vietnam. The “OPTEMPO” kept them fighting the ENEMY instead of anyone below them who is vulnerable.
No one nurtured my career; no one was interested in developing my potential in aviation. I kept volunteering for jobs no one else wanted to do. Flew the F-4 for 12 months in the FMF. We were at the peak of pilot training with all communities at 40% to 50% in excess of the Table of Organization (T/O).
I did every mission in the Phantom II except land on an aircraft carrier.
Also, Naval Academy pukes joined the Marines in record numbers to avoid the Nuclear Submarine Fleet. They stepped in to the Marines with “Regular Commissions” as opposed to “Reserve Commissions” and crowded out a lot of “Better Officers” with an “R” after their USMC. Very political and you had to watch them get better schools and assignments because of where they came from.
I made up my career by taking jobs no one else wanted. After getting my MOS 7522 I never saw the F-4 again. I volunteered for “Tactical Air Control Party” (TACP) and served a year at Camp Lejeune with 3rd Battalion, 2nd Marines. My one year tour was superb...no “Bravo Sierra”...just put out your best. I got to work before the OpsO and didn’t leave work till he left. Became AirO & S-3 Alpha as a very junior captain.
My performance evaluations got me to a transition to EA-6B Prowlers. Great Aircraft...inbred, self-perpetuating community... I didn’t fit in because I wasn’t morally or professionally corrupt...ran afoul in maintenance as Quality Assurance Officer with a squadron with two “Factory New” and two “Refurbished” EA-6B aircraft...real 21st Century Capability in the hands of self-centered dwarfed intellects.
I flew the Prowler from NOV 1986 to JUN 1989...accumulated 475 Flight Hours. My 1,000 “Mishap & Violation Free Flight Hours in JAN 1988 was considered a safety milestone.
Because of my F-4 background I initiated and completed a two year study & paper on Soviet Airborne Intercept (AI) radar development. The ECM trash above O-4 hated me, but they weren’t furthering USMC EW “Art & Science”. My hypothesis was “Is Soviet AI equipment the result of Reverse Engineering?”
In the end... the answer was “No” up to 1986. But I discovered US AI development trends and made recommendations to improve the programming in the EA-6B Prowler “Improved Capability II” (I-CAP II). They hated me.
I got my paper out to USN Strike University, Top Gun, MAWTS-1 and the Naval Operations Intelligence Center (NOIC), who loved it. Got a SECNAV Letter of Commendation for the effort. People “Outside The Community” were more appreciative than inside the Marines.
So GO NAVY. my last tour was Flight Instructor at NAS Meridian, MS in “Intermediate Strike” flying the venerable Mexican MIG, Thunder Guppy...the T-2C Buckeye.
Now the world is T-45A Goshawk for “Strike Curriculum” after the T-6 Texan II for primary flight training.
My career got a restart in 1993 to 1998 doing TACP & AirO jobs in the SMCR. Did 3 years doing “Consulting Work” for MajGen Mike & MARFORRES from 1998 to 2001. I sat on the bench for four years because I was at 17 1/2 years active duty, and if you go over 18 years and “One Day” you cannot be dropped off ActDu till you hit 20-years.
In 2005 the OPTEMPO from OIR saturated the Civil Affairs Community (100% of the structure is SMCR), so I was picked up for ActDu in 2005; hit sanctuary while serving in Iraq, followed by a year at GTMO.
Retired in JUNE 2008 with 31 1/2 years membership in the Gun Club...20 1/2 ActDu years. I got the last laugh, but could have had a better time as a Navy Commander vice a Marine LtCol...though Marine LtCol sounds scarier.
Good Headwork, Sgt. The Marines were good in WW2, Korea and Vietnam. The “OPTEMPO” kept them fighting the ENEMY instead of anyone below them who is vulnerable.
No one nurtured my career; no one was interested in developing my potential in aviation. I kept volunteering for jobs no one else wanted to do. Flew the F-4 for 12 months in the FMF. We were at the peak of pilot training with all communities at 40% to 50% in excess of the Table of Organization (T/O).
I did every mission in the Phantom II except land on an aircraft carrier.
Also, Naval Academy pukes joined the Marines in record numbers to avoid the Nuclear Submarine Fleet. They stepped in to the Marines with “Regular Commissions” as opposed to “Reserve Commissions” and crowded out a lot of “Better Officers” with an “R” after their USMC. Very political and you had to watch them get better schools and assignments because of where they came from.
I made up my career by taking jobs no one else wanted. After getting my MOS 7522 I never saw the F-4 again. I volunteered for “Tactical Air Control Party” (TACP) and served a year at Camp Lejeune with 3rd Battalion, 2nd Marines. My one year tour was superb...no “Bravo Sierra”...just put out your best. I got to work before the OpsO and didn’t leave work till he left. Became AirO & S-3 Alpha as a very junior captain.
My performance evaluations got me to a transition to EA-6B Prowlers. Great Aircraft...inbred, self-perpetuating community... I didn’t fit in because I wasn’t morally or professionally corrupt...ran afoul in maintenance as Quality Assurance Officer with a squadron with two “Factory New” and two “Refurbished” EA-6B aircraft...real 21st Century Capability in the hands of self-centered dwarfed intellects.
I flew the Prowler from NOV 1986 to JUN 1989...accumulated 475 Flight Hours. My 1,000 “Mishap & Violation Free Flight Hours in JAN 1988 was considered a safety milestone.
Because of my F-4 background I initiated and completed a two year study & paper on Soviet Airborne Intercept (AI) radar development. The ECM trash above O-4 hated me, but they weren’t furthering USMC EW “Art & Science”. My hypothesis was “Is Soviet AI equipment the result of Reverse Engineering?”
In the end... the answer was “No” up to 1986. But I discovered US AI development trends and made recommendations to improve the programming in the EA-6B Prowler “Improved Capability II” (I-CAP II). They hated me.
I got my paper out to USN Strike University, Top Gun, MAWTS-1 and the Naval Operations Intelligence Center (NOIC), who loved it. Got a SECNAV Letter of Commendation for the effort. People “Outside The Community” were more appreciative than inside the Marines.
So GO NAVY. my last tour was Flight Instructor at NAS Meridian, MS in “Intermediate Strike” flying the venerable Mexican MIG, Thunder Guppy...the T-2C Buckeye.
Now the world is T-45A Goshawk for “Strike Curriculum” after the T-6 Texan II for primary flight training.
My career got a restart in 1993 to 1998 doing TACP & AirO jobs in the SMCR. Did 3 years doing “Consulting Work” for MajGen Mike & MARFORRES from 1998 to 2001. I sat on the bench for four years because I was at 17 1/2 years active duty, and if you go over 18 years and “One Day” you cannot be dropped off ActDu till you hit 20-years.
In 2005 the OPTEMPO from OIR saturated the Civil Affairs Community (100% of the structure is SMCR), so I was picked up for ActDu in 2005; hit sanctuary while serving in Iraq, followed by a year at GTMO.
Retired in JUNE 2008 with 31 1/2 years membership in the Gun Club...20 1/2 ActDu years. I got the last laugh, but could have had a better time as a Navy Commander vice a Marine LtCol...though Marine LtCol sounds scarier.
(0)
(0)
2
2
0
I caveat this with the fact I went through OCS in 2008, so those who have been through sooner please correct my info. When I went through, they identified those in the first couple of weeks who wanted to branch aviation. That group separated from us a few times during the course to get things like flight physicals and whatever other things are required for aviation branch. Then when branching day came, only those with that stuff completed could pick aviation. We had only a few seats for aviation though, so if there were say 10 candidates with the pre-reqs complete but there were only 4 seats, 6 candidates would have to branch something else.
(2)
(0)
Sgt George Kinyaevsky
Sir, thank you for the insight. I'm going to find out from my recruiter if it's possible for me to complete the flight physical and all required tests before going to OCS, contingent of course on flight physical and test expiration.
(0)
(0)
MAJ (Join to see)
Recruiter? I figured you were prior service OCS candidate from your rank on RP. If you are college op, that was a bit different. I think there is an option to complete the pre-aviation stuff before OCS but I believe your branch is still not guaranteed. One thing to consider though, having served in an aviation unit for 5 years. Many officers are not happy in aviation, because they want to fly. Most commissioned officers in the aviation branch struggle with getting flight hours because, unlike Warrant Officers, their primary job is not flying. It's things like company commander, platoon leader, S3, S4, XO, etc. If you are primarily interested in flying, I would consider the warrant officer track. I actually had three buddies go through OCS with me who went aviation and then later decided to cross over to the warrant side because they loved flying. One of them got forced back to the commissioned officer side. There's some kind of thing where the Army can make you go back if they need you to, and I'm not entirely sure how or why that works. But, like I said, if your desired purpose is to be a pilot first and foremost, the commissioned side may not be for you.
(0)
(0)
1
1
0
We had many Commissioned officers in DUSTOFF. Cav also. Just realize, the Commissioned pilots that we had were MSC (Medical Service Corp) and could be flying a helicopter one assignment and flying a desk at another. The Commanders of the Air Ambulance companies are usuallyy Major and the Batallion Commander Col.
(1)
(0)
Read This Next
Continue with Facebook 
Continue with Google