How easy or difficult is it to transition from NFO to Pilot? I realize only a handful are selected each year, but how may apply?
Well if I dont get the transition then I am definately getting out so I'm not worried about the negative implications.
active duty in an operational squadron.
RetreadRand said:The year of my board there were roughly 50 applicants:
it sounds like a lot, but if you have great FITREPS, and letters of recommendation (especially from flag level, if your community can work that) And your record is in order, you should be fine. Make sure your records/awards and everything are in perfect order with BUPERS. I even needed a photo...so get that done too.
Some applicants excluded themselves by using the previous year's format for their application...that is a pretty stupid mistake to make; Don't do it.
If you have questions, PM me.
I agree somewhat with Intruder, but today there are too many checks in the block and such to think that your career is going to pick up right where it left off.
You are looking at 2.5 years of Non-Observed FITREPS, during a period of your career where your peers are either on competetive shore duties or even the very beginning of their disassociated sea tour.
You will get to you first pilot squadron as a senior LT with 7-8 years in. You will not have the hours or the mission experience that your pilot peers will have. And yet you will be getting ranked against them. It is NOT an equal footing. You will forego the bonus and 8 years of your life. Just so you know; It is not all rosy, and being a LT in flight school blows. BUT I would not change anything (well 'cept maybe the bonus)
Intruder Driver said:All in all, who among us would choose to remain a rider (betting on getting through DH screening, not having a prick of a CO for the second sea tour, assuming we'll make all the gates and hurdles without a hiccup, etc.) over having the opportunity to be a driver? Bonus or not, career jeopardy or not, being a real tailhooker is worth the roll of the dice.
Frankly, as a B/N, it used to really irk me when pilots would say that there were two types of tailhookers: Pilots, and NFO's/drop tanks/blivets, etc. After a few dark, stormy night traps, I understood their sentiments. That experience is worth the roll of the 'career' dice as well.
Post naval career, having the tickets punched to fly your own plane is fun. Having to go through the private pilot syllabus would suck. Telling potential clients or customers or board members you were a carrier pilot means something. Offering to take them up and turn them upside down is priceless.
To me, it wasn't a choice then. It wouldn't be a choice today. Go with the single anchor.
I transitioned from being an A6 Intruder B/N to A6 pilot in 1982. All I heard at the time was how it would be a career killer. It's crap. COMVAVAIRLANT, RADM Denby Starling, and former Reagan CO RADM Jim Symonds, were B/N instructors at VA-128 (A6 RAG) at Whidbey Island when I was a RAG student. The three of us were squadronmates at VT-4 in Pensacola (back when VT-4 was a primary and advanced (pilot) jet squadron flying T-2's and A-4's) going through the transition at the same time. We all heard it was a career killer. Many of the RETREADS became squadron CO's and several became flag officers, including the two mentioned above. I was fortunate to spend my entire career in the cockpit and screened for squadron command as the A6 was being retired.
The bottom line to a good career in the Navy is to do a good job at each squadron or command. Nothing else matters. Your designation and/or designation changes mean little compared to performance.
Just a platfrom switch can have negative career implications today. When I applied to switch airframes/communities, I had to sign a letter understanding that it could adversly affect my career. I can only imagine that it would be more so for people changing their designator.