All I am 32 years old and I am interested in flying for the Army? My B-Day is Mar 05 and I have 1 traffic (speeding many years ago) and 2 Drug (only smoking no sale or criminal). Should I go the WO or OCS route? I do know that WOs will stay behind the stick longer and I do eventually think that I may want to move out of that role more into a command role.
Thank you for the quick reply. I understand that if I want to eventually move into a role outside of stick time then OCS is the way to go. My most immediate concern currently is getting into the flight program as quickly and as likely as possible under my circumstances. I can provide more information if it is needed. I am asking because I will be seeing a recruiter and I want to be as informed as I can.
WO's occupy many leadership roles in Army aviation too. WO's do a lot of the mission planning, conduct briefings, and lead missions. They can also work as the safety officer, maintenance section leader, or even be a platoon leader.
If you truly want to go up the command ladder, you also have the option of flying as a WO for a while, and then when you're ready to take on more of a leadership role, apply for a direct appointment to 2LT.
Or you could go to OCS and start working towards your command goals right away.
Being an Army leader is very demanding and rewarding, and you don't have to be an "RLO" to be a leader. Who you are and what you say/do are more important than the pin on your collar.
If you truly want to go up the command ladder, you also have the option of flying as a WO for a while, and then when you're ready to take on more of a leadership role, apply for a direct appointment to 2LT.
Or, if one is in the right unit (say perhaps the guard), they will be throwing direct commission opportunities at their WO's like they were candy at a parade.
I guess what I am trying to ask is, "Considering my age and my upcoming birthday, which option would best suit me to pursue?" I ask because I have very little time before my 33rd B-Day. If I do not go before the board and pass I just may miss the age limit. I read that the WO route is 33 no waivers and OCS is 32(?) but is waiverable.
I would think the 2 drug charges would take a considerable amount of time to get waived, if at all. The civilian/prior service boards are a bit more competitive than the Active Duty boards are so a ding like that would make a huge difference even if age wasn't a factor.
You know what Hopandaprayer- I asked the same question not too long ago. The responses I received were good for thought.
I'm almost 31 and just talked to one of the higher-ups in the active Army's selection process for WOCS. He told me to take the sure thing; which I'm doing. My stats are good, but age is not on my side; thus I'm taking the reserve flight slot I have locked in. This does two thing guaranteed- 1) it ensures I will be an Army pilot, and 2) it gives me the opportunity to be an AD pilot on down the road GAURANTEED- With that said- I had debated the options for a long, long time. The guys that gave me advice were right; Get to a guard unit that needs pilots- go through OCS like I did, and get to flight school. This is your BEST chance to get in a cockpit. $.02 from a guy that has done hundreds of hours of research on the options at hand.
just talked to one of the higher-ups in the active Army's selection process for WOCS. He told me to take the sure thing; which I'm doing...This does two thing guaranteed- 1) it ensures I will be an Army pilot, and 2) it gives me the opportunity to be an AD pilot on down the road GAURANTEED-
It's funny Rijjid, you got pissy with me last month when I gave you the very same advice. Oh well, at least you worked it out.
Hey palmfish, did you get my PM asking about flying activites for for that "other" agency up here? I am may still go test with them, the wife isn't too sure about them yet, though. I can email you if you want.
I have about 50 hours in the Beech. Getting a few more today if the weather clears up.
I have an OPS Manual I can loan you if you want it.
Tips:
The gauges are all analog. The oil pressure ones are very sensitive, they may redline during takeoff. Totally normal.
The Beech has unfeathering accumulators which will add in bringing the prop out of feather. Whatever anyone says, try to pitch for about 100 KIAS and then throw, don't gently push, the prop lever forward. You only get one shot of hot oil with the accumulators.
The securing engine checklist will go much more smoothly if you work your way up from the bottom of the throttle quadrant where the fuel shutoff / cross-feed is. Do an inveterted "L" from fuel shutoff to the inop engine mags and make sure eveything on the inop engine is OFF. Once that is done, then verify with the checklist.
Just remember, when the engine fails:
MIXTURE/PROPS/THROTTLES: FULL FORWARD
PITCH FOR 85
(it doesn't take but 18" mainfold to maintain blue line)
IDENTIFY: DEAD LEG = DEAD ENGINE
VERIFY: POWER BACK ON THE BAD ENGINE
FIX OR FEATHER: Above 3000, you can fix, below, feather it off.
I will send you the ATP supplement that I used for my Multi-Engine Instructor Rating. The aerodynamics are all great stuff to know ahead of time.
It's funny Rijjid, you got pissy with me last month when I gave you the very same advice. Oh well, at least you worked it out.
Good luck to you.
Palmfish- Again, with all due respect- It was not my intention to come across as "pissy"- I am a no b.s. kind of guy and was simply stating the decision between NG and AD flight can be a tough one depending on where you want to be with a career in Army Aviation. Apologies if I came across as brash.
Getting back to the thread topic- Hopeandaprayer; I'm NG- and one thing I forgot to mention in my advice to you- the 3rd thing that would be guaranteed if you were to pursue the reserve (AR or NG) flight route is you would be guaranteed the particular aircraft you would fly BEFORE flight school. Look around here or the GOGUARD forums and you will find recruiters looking for guys to come to their states to fly. I saw a post not too long ago on the latter forum, New Jersey I think, that was recruiting for a unit with AH-6's (little birds) and OH-58's (Kiowas). Additional advice to you is to get moving on this a.s.a.p. as pursuing a flight slot can be a time-consuming task. Major Ritchie- an Officer Personell Manager from California I believe, said it best..."If you don't want to fly like a fat kid wants to eat cake", the process can wear you out mentally. Having said that- where there is a will, there is a way. I've been working this for almost 7 years now, and have run into more roadblocks than most- sacrificing many big things in life along the way to achieve my goal; but it did not dissuade me. My situation has been uniquely difficult; for some it has been much, much easier. If you want it- go get it.
It would be a very interesting story. I’ve always thought it would take about 20 years for a 2LT to be as smart as a WO1. But I never knew a 2LT who was smart enough to actually accomplish it.
At least that’s the way, IMN2BHO, this old soldier and proud Coast Guard dad sees it!
If you have to ask, you wouldn’t understand! And If I told you … well you know how that goes!
This message has been edited. Last edited by: OldArmyWOPA,
Originally posted by Rijjid: I'm NG- and one thing I forgot to mention in my advice to you- the 3rd thing that would be guaranteed if you were to pursue the reserve (AR or NG) flight route is you would be guaranteed the particular aircraft you would fly BEFORE flight school.
Not quite. I wouldn't consider it a guarantee. More like a promise, and we all know how the Army is at keeping it's promises. They can, and do, switch people's airframes on them. It doesn't happen very often but it happens.
