Three NFOs in the back of an E-2. Radar Operator, Air Intercept Controller, Combat Information Center Officer. You'd start as a RO once you get out of the FRS, then get your AIC letter after some hours, then qualify CICO after more hours.
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Choice of Aircraft after Flight School
- Thread starter altuc
- Start date
Three NFOs in the back of an E-2. Radar Operator, Air Intercept Controller, Combat Information Center Officer. You'd start as a RO once you get out of the FRS, then get your AIC letter after some hours, then qualify CICO after more hours.
Goose dies!
As funny as that could be. "Okay, you've got the charts, I've got the charts, we're preflighted, now who the hell's going to drive this thing?"
Its not that. After reading people's biographies that were NFOs, they all held really nice shore positions.Like Flag Aides and whatnot. The diversity seems a lot better.
I hope you're joking. That actually sounds like an appealling part of the job for you?
Also, reading "notable people's biographies" will skew you sample. If you're high up enough to have a published bio widely available you almost certainly have had some advantageous shore jobs.
True and True.
That's exactly what I was getting at. If you look at a bunch of bios of admirals, many of them will have had career-enhancing shore duty.
That said, if you're the sort that volunteers for an aide job, well go ahead, Courtney Massengale, that's one less bad deal for an actual warrior.
That said, if you're the sort that volunteers for an aide job, well go ahead, Courtney Massengale, that's one less bad deal for an actual warrior.
What we're saying is that it's the combination of performance and enhancing jobs (both sea and shore) that make someone a candidate for greatness. That is true on the pilot and the NFO side and it's not like one side has more of those opportunities available than the other.Its not that. After reading people's biographies that were NFOs, they all held really nice shore positions.
Its not that. After reading people's biographies that were NFOs, they all held really nice shore positions.
It's all based on performance. I can't I've seen NFOs get more diverse assignments than pilots. They both get their share of good and other assignments based on how they rack and stack. Only time I've seen NFOs get offered more diverse assignments is when pilot retention is low and NFO retention is high to point of there being few pilots to spare after the RAG, NSAWC and training command shore billets are filled. But that doesn't mean all the assignments are awesome. I will say I snagged the Approach job that was traditionally a pilot billet. In that timeframe, airlines were attracting Naval Aviators (everyone out of my squadron who was a JO pilot got out or went reserves whereas the RIOs all stayed in). Detailers were desperate to retain pilots.
Yeah....take a written test and POOF! You're an airline pilot! So naive.....
Please Explain...It may not be an ATP but you sure can do alot of stuff in the civi world with a commercial certificate, and that was just a simple look at my log book and a test.
I was quoting post #56 while you are referencing #52. #52 is accurate and I didn't see it. Sorry.
Yes and no. Yes you can get a commercial ticket with a test but major airlines are going to want an ATP even if they say only a commercial with the ATP written is required - this is the difference between listed minimums and competitive minimums. Most corporate operators are going to require an ATP too - normally driven by their insurance requirements. Plus a large number of corporate positions will require you already have the appropriate type rating. Then there is the whole networking/interviewing process. Having the minimum/appropriate license is just a very small part of getting a major airline or corporate pilot position. There are a lot more pilots than there are jobs.