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magnus017

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magnus017 last won the day on March 15

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  1. Berwick is a nice area. It's a 15 min drive to nearly everything around there. 15 min to Hunter (via 516 bypass or Georgetown), Richmond Hill, Pooler, and downtown. It's closer to 40 min to get to Tybee though. My morning commute during rush hour is usually 15-20 min. Plus the shopping center around Berwick is pretty decent, a few good restaurants, golf course, close access to I-16/Hwy 17/95, and AT&T fiber in most of the neighborhoods. Also, the whole area sits high enough that flooding isn't really a concern during hurricane season (I've weathered the last few dry as a bone).
  2. I know of a female CW2 I went to WOCS with and a CW3 IP who was an IP at Rucker while we were in flight school. That was an interesting situation haha. But they both seem very happy and have been stationed together for her entire career. They recently had a kid. It seems to work sometimes.
  3. Well I'll chime in with some MI fixed wing perspective. 1. Flight time. You live to deploy. You fly while deployed. The bulk of your hours usually come when you are deployed. When you're back home, you'll probably fly between 100% and 150% of your minimums. That equates to somewhere around 150 hours a year. Or like The Dude said, about 3 hours of flying a week. This need to deploy/high op tempo can stress a family out bad. Between all the TDY's, training exercises, gunnery, field work, and actual deployments, a lot of time is spent away from home. This obviously has a direct statistical correlation to divorce rates. Get your whole life ripped out from under you a time or two and you're bound to be bitter about it. 2. The other 40+ hours of your week. Well, this is going to vary wildly. It depends on your command climate, your air-frame, your fellow aviators/friends, your mission, your additional duty, how well you are liked, and what duty station you get, etc. I am pretty much in S6 for life. I love it. I wholeheartedly look forward to going in to work every day. I like the split between 2-3 flights a week and the rest spent dealing with tech issues and the rest of comm life. Other people see their additional duties as a means to an end, or a necessary evil in order to enjoy flying. Yeah, if I got stuck in ALSE, or TACOPS, or S1, I would definitely not enjoy it as much. Oh, and with all the rules, regulations, and additional craziness that the Army does, it definitely sucks some of the fun/relaxation/exhilaration out of the flying you do get to do. 3. Why warrants are so salty. Well, I have many theories on this, and they all apply some of the time in certain cases. Warrants were most often prior service of some kind. Many of them wanted forever to fly but a lot of them saw it as a means to stay in the military but instead of doing whatever crappy job they had before, they could serve out the remainder of their time doing something potentially fun (aka flying). They also like the idea that warrants are supposed to be able to get away with way more than a typical soldier should be able to. (It's every E4's dream to be able to skip PT, formations, etc at will, and have no adverse consequences). The reality is that there are two types of warrants, there are aviation warrants, and then there are tech warrants. Tech warrants are rare. They have a very specific skill set. A CW2 typically will only work with captains (O3's) and above. Company commanders, BN XO's, BN CDRs. A CW3 pretty much only deals with/reports to MAJ's and above (and is at a brigade level). CW4 forget about it if you aren't an O5. Combine that rarity with how that command structure works, and warrants get to do whatever they damn well please because everyone knows they know their lane inside and out and you don't want to piss them off. That is what most branches think warrants are. But then we have this little (fairly large) side of it that is aviation. You have 1LT's giving orders/being platoon leaders for CW2's and CW3's. 1SG's that key in on that and don't give aviators the same level of clout that they would as a tech warrant. You often have as many warrants in a flight company as you do lower enlisted (we have more). That 1LT who has no idea what they're doing is writing your OER as a CW3 with 14 years in the Army. That same LT is blowing up your phone because you aren't at PT or some dumb training meeting. Aviation warrants want to think they're tech warrants, but we aren't. We try oh so hard, but we are viewed in my opinion in many cases as flying privates. This makes a great deal of us salty as hell. 4. Next we have the pay issue (this applies much more to fixed wing than rotary, but it still applies to them as well). Warrant's get paid dirt compared to their commissioned counterparts. An equivalent time in grade CW3 and a CPT with the same amount of time in service, well, that CPT makes about 30k more a year when all is said and done. This happens, yet warrants are rooked/conned into doing many of the same jobs/same responsibilities as their commissioned counterparts. Warrants occasionally serve as platoon leaders, XO's, BN S1's, S6's, deputy commanders and even commanders of forward footprints. They want us to go to the same useless types of advanced courses that don't really give much college credit or hold any weight if you're trying to complete a bachelors degree (which all aviation warrants want if they want to eventually be airline pilots). Yes we are the only ones that qualify for the bonus, but that bonus barely brings us up to what our commissioned counterparts make normally, and we have to sign our lives away for 3 years. So, that explains that portion. 5. Ah yes, the degree portion. So, I'm going to get some nasty-grams and some hate for this, but here I go anyway. Warrants are cheap labor for aviation. The only way the Army can get away with this and still keep pilot applicants flooding in is the lack of a degree requirement. At the end of the day that's the only real difference, because the Air force has command track officers and technical track officers that only do flying related stuff. The Army could do the same thing, it would just cost a lot of money. Now for the part that will get me the hate mail. Aviation warrants as I've said are typically prior service. Most of the aviation warrants I've met that aren't street to seat have been in the military since they were 18-20 years old. They don't have an appreciation for how the real world works. They never went to a real college (no online BS doesn't count, you don't get exposed to new people, experiences, you bullshit your way though 50 forums and do some tests and poof there's a degree). They've never had to pay for civilian insurance, they've never had to worry about losing their job next week, they've never had to work in a group project with an LGBTQ Hindu snake whisperer, or worry about getting a raise, or stress about moving expenses (I get it, it can still be stressful but the military greatly reduces that with $$$), and they genuinely don't appreciate how shitty being a regional airline pilot actually is. They suffer from a severe, chronic case of grass is greener syndrome. This portion of their negativity you will just have to learn to get past or take lightly. The other things I've mentioned are valid complaints, but the lack of perspective is just something you'll have to deal with as a warrant officer in aviation. -The positives. I can't speak for my rotor-head brethren, but I can speak for MI fixed wing. We have tons of training opportunities, tuition assistance, the best education program offered in the world (GI Bill), spouse education benefits, bush pilot school, upset recovery, airborne, air assault, whatever dumb school you can think of, if you spin it right and talk to the right person, you can get it! You'll meet some of the best people and friends you could ever hope to find in the seat next to you, on deployments, sleeping in tents (or hotels ). You'll literally get millions of dollars of training, new life experiences, benefits, friends and a hell of an adrenaline rush. Your results may vary, everyone's journey is different. You could fly your 60 over a nude beach and have everyone cheer. You could get shot in the ass and have a nasty case of PTSD every time you sit down on the shitter and here a pop. You might fly a general in the back that writes you an LOR to a sweet gig at Boeing. You may get divorced after you walk in on your wife cheating on you with your best friend. Or you may go to experimental test pilot school and end up in NASA's astronaut program. There's probably a statistically relevant chance that you will have a negative experience in the Army as an aviator. The green weenie doesn't discriminate, but you can sure armor up with a positive attitude and good choices to at least lessen its wrath. Take the opportunity kid. Make the most of it. Give it what you have and don't let the negative nancy's beat you down. Just know it won't all be roses and rip its. PM me if you have any questions.
  4. Anyone have a list/link of the Army's reserve component fixed wing units? Asking for a friend .
  5. 1. We don't really go to the field (save maybe an overnight once in a blue moon for range day or something). Day to day work is usually 9-5ish. As a junior warrant you'll be put in charge of something like the fridge to start, then after that ALSE, supply, flight ops, etc. 2. Duty stations covered above. There are a few more one off spots (like jets in japan or C-27s in Bragg/Yuma), but those are rare/impossible to get as your first duty station. 3. Promotion rates to CW3 are high. FW guys are more competitive going into the airlines/ISR contracting over seas so the Army is trying to throw everything at the guys around 6 years into their ADSO to keep them from leaving. They're currently offering a $105k bonus for a 3 year ADSO to any 155E (MC-12 pilot) with an upslip. You don't have to be tracked, or even a PC to be eligible for that bonus, that's how hard up the FW community is. 4. Advantages to FW would be: little/no field time/roughing it. TDY is spent in a hotel. Deployments are usually short. MAX 6 months but the norm is 2-4ish. Your hours in a FW platform transfer over better to the civilian side in most cases (airlines/ISR contracting). Also, there are tons of fun additional training opportunities such as: upset recovery training (aerobatics in an extra 300 and a jet), bush pilot course in Alaska, CTP/ATP paid for by the Army (your results may vary on that one), sea plane course, and any additional courses you may want for your additional duty (I'm a cyber/S6 guy by trade/degree and I've been to training and been certified in a number of cyber schools while serving as a pilot here). Disadvantages: FW is not as engaging/stimulating/exciting as the rotary world. Take that for what it's worth. There's also not as much direct support of the guys on the ground (we can/do do it occasionally, but it's not our normal everyday deployed job). So I guess job fulfillment would/could be a drawback. Hopefully this is a good rundown to help you out.
  6. 2. You wont need to retake the ASVAB, MEPS/recruiter will take your original scores and convert to Army. 6. This thread, all the people on it, and really any pilot you come across. We all have very different backgrounds and it's good to get some different perspectives. 7. The application process sucks. Most recruiters don't know how to do a WOFT packet, and even if they do, it's quite a bit of extra work for them and doesn't count any extra than if they put in a cook. It will be on you to learn the process and guide them through the steps as best you can. The key to success is to be prompt and professional whenever interacting with anyone between you and your goal (recruiters, meps, flight docs, etc) and to be persistent. Call them and constantly ask for updates (within reason, don't call twice a day). 8. Selection rates for street to seat have almost always been higher than from active duty applicants. You seem to have a strong packet. Make sure you score high on the PFT because they like that stuff. Sorry I couldn't help you with any of your other questions. PM me if you need anything else.
  7. Gonna bring this thread back from the dead. Heard a rumor that this program may be returning. Anyone else hear anything?
  8. The CG trying to get you to go Marine route. I'm curious. Do you have your degree already? I was in your shoes about 4 years ago and was a Marine for 8. CW2 now at 224th MI at Hunter. PM me if you need something.
  9. This is just my opinion, but I highly doubt the Navy is gonna care if you go Active Army or Guard. The Navy is losing you either way. It honestly SHOULD be as easy as they say, a phone call and a fax. Whether or not that actually will be the case is of course anyone's guess. If the guard is what you wanna do, go for it.
  10. I went through back in 2014 (prior Marine E5) and they required proof of sgt's course completion to be waived for the 5 week course vs the 7 weeker. It could have changed since then but that's how I think they still do it.
  11. A realistic option would be to submit a hardship package which they (the NG) are heavily encourage to accept, but this usually only applies to switching to another guard or reserve unit. A hardship package is basically; you get a job 3+ hours away from the unit, your wife has to move back home to take care of dying grandma, immediate family issues, your work transfers you, etc.
  12. Warrant Officer Line pilots fresh out of flight school, what are your stories/experiences so far as the WOJG? Immediate duties/initiation/etc? Anyone done anything they think is ridiculous yet?
  13. I'm curious how long the subscription lasts. It said it's good for a year on my iPad so how do we renew it in one year? Just the same way?
  14. I was also a prior service Marine Sgt who had a break in service. I also had a screw put in my foot from my wonderful time in the Corps! I did not need a waiver for it (but did need a waiver for the LASIK, which was no problem, they just required a sh*t ton of paperwork). I did my whole WOFT packet in Colorado Springs (this was probably 3 years ago) and did my flight physical at Carson. I only had 4 LOR's for the board. One from a prior Army Captain who was a good friend. One from my boss (retired Colonel but he didn't indicate that anywhere on the letter). One from my old company commander (non-aviator). The last one was from a CW2 reserve Chinook pilot stationed up in Washington. The only aviator LOR I had was from a CW2. The board in no way requires civilian applicants (or even inter-service transfers) to have a LOR from a CW3-5 aviator. I did not have one. That being said, I will be back in Colorado (as a new CW2) from mid December to probably early January. If you would like, I can meet with you (over a beer) and I can whip something up for you that the board might like. If you're interested, shoot me a PM. Good luck brother.
  15. The C-12 was a tradeoff. I loved flying helicopters, especially the 60, but overall I deemed the fixed wing course a better option for several reasons. AD Helicopter pilot (UH-60): Pros: -exciting flying -variety of missions -tons of cool duty stations (Carson, Lewis, Hawaii, Germany, etc) Cons: -Quality of life compared to fixed wing (both in garrison and in the field) -deployment length -relatively low flying hours -somewhat over strength community (varies of course by location) -more in depth flight planning -lots of absolutely soul wrenchingly terrible duty stations (Ft. Polk, Ft. Irwin, Ft. Rucker, etc) -ruthless job market when/if you decide to get out. Tons of qualified helo pilots out there, not enough (good paying) jobs for them. -Flying everywhere all the time in full kit with no A/C. Flying around Rucker in the summer in the 60 was warm. Flying around Dothan in an air conditioned C-12 was the tits. Alright I beat up helos enough, now for the C-12: Pros: -quality of life (hotels, TDY, rental cars, warm beds and hot meals) -flying is still fun -mostly awesome duty stations -zero time in the field -climate controlled aircraft -variety of missions (not as diverse as the 60 of course) -multi-engine turbine type rating and license right out of the gate (for me anyway) -insanely well paying job prospects for military fixed wing guys getting out after just 6 years (we're talking 6 figures easily with a decent work schedule) -more traveling to cool/exotic places -short deployments (~ 3 months vs 9 months to a year) -more regular flying/work day schedule (you aren't supporting the ground guys 99% of the time) -excellent promotion outlook to CW3 for FW right now compared to 60's (or so I'm told) -no flight vest, no helmet, no ALSE worn on your body (hooray headsets) -flight hours by the truckload (FW is much cheaper to fly) -super chill community -extremely good chance to pick up additional air frames within just a few years. Cons: -they aren't helicopters -they can't hover -can't reduce visibility by half haha -the flying is definitely not as fun hour to hour as a rotorcraft -not quite as cool/wow/whizbang as the helo guys. Overall, in the long term for what I wanted to do, the choice for me was clear. It's all about what you want. That was about the list I used in my head to decide. It's kind of obvious to see the FW community is pretty bomb. But I do miss helicopters now and then. It's just a trade off.
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