WAS
Forum Replies Created
-
Went through Wright-Patterson about two months ago. Dental exam is pretty high level, however they will assess X-rays (taken there) and the dentist will do a quick exam. If you have dental work that needs remedied (wisdom teeth, cavities, etc.) they will typically have you go get them fixed and sign off on your physical after. I had a peer there who had to get wisdom teeth removed before they would sign him off. So he left with a temporary hold on his physical and they signed it off after he verified the dental work was complete.
To my knowledge, genetic analysis of your dental health won’t be assessed, however if you have very serious dental issues it could be a DQ. Would recommend checking the Air Force School of Aerospace Medicine waiver guide to view standards (https://www.afrl.af.mil/Portals/90/Documents/711/USAFSAM/Air%20Force%20Waiver%20Guide%20Compendium_20230921.pdf?ver=nctQQ9KZ1x717Adk3Dx2RQ%3d%3d). If you indicate you have a family history of dental issues on your pre-physical paperwork they’re going to dive deeper.
Personally, I went to the dentist prior to going to WPAFB to make sure everything was good and to avoid any surprises. Just a personal decision that made the dental part of the process seamless.
Disclaimer: I’m not a dentist or giving any medical advice, just speaking as someone who has recently been through the process.
-
Hi – My name is Wyatt – I’m a senior in AFROTC and I’m scheduled to commission in June. I recently found out I’ve received a pilot slot and will be attending ENJJPT. Over the last four years I’ve been involved in many aspects of the AFROTC program and have been completing my undergraduate degree studying logistics and supply chain management. I’ll be starting graduate school studying Global Security Studies in January.
In my personal time, I enjoy flying (PPL, 100+ hrs) and exploring the Pacific Northwest where I currently live with my wife and dogs. I’m also currently a full time employee at Amazon Web Services specializing in startups and helping founders build technology products in the cloud.
My goal is to fly the F-35. I’m currently on track to go the active duty route after commissioning but have submitted some applications to guard units of interest to keep all avenues open. Looking forward to connecting with others and answering any questions anyone has.
-
If you can find the right instructor, Part 61 tends to be cheaper simply because there is less structure to the training and you have the ability to accelerate learning versus being bound to a specific syllabus. That’s not to say Part 141 can’t be cheaper in some cases, however, there is generally more flexibility with Part 61. I got my license in 44 hours, part 61. Here are a few tips and tricks I learned from my time training:
1) Don’t turn the plane on unless you need to – set expectations with your instructor that you want to complete all checklist/learning items that don’t require the plane to be on before turning the key on the ground. Taxiing can cost you an extra few hundred dollars over the course of getting your license if you’re not careful.
2) Fly during less busy times (early morning, evening, even at night if applicable). I got my license at KBFI in Seattle which is a super busy GA airport. Flying mid-day would result in long waits in the hold area while jets take off and further waiting for wake turbulence. Make sure you increase your chances of taxiing and taking off within 5-10 minutes of turning the plane on.
3) Understand the flight plan with your instructor before the flight. For example, if they want you to fly to a practice area that’s 20 mins South for the lesson, politely ask if there’s an area closer to the airport that would be safe and less time consuming to fly the lesson. You will get more time actually completing required training (versus straight and level flight) and reduce overall costs.
4) Find an instructor that’s willing to teach at the pace (and cost) you’re trying to learn. Part 61 is nice because you may not always be working with someone who building hours for the airlines, rather you could find a retired airline Captain or ex-military instructor that’s willing to work with you in their spare time. I recommend checking with local EAA chapters, Civil Air Patrol units, and/or flying clubs to see what their options are for instruction. Networking is key.
5) Finally, I would say learn on the most cost effective aircraft. Sometimes it’s more economical to drive 40 minutes to fly a Cessna 150 at $95/hour rather than drive 15 minutes to fly a 172 at $139/hour. If you’re really looking to be cost conscious, this is an important consideration.
Final note: I got my license part 61, 44 hours, approx. $8,500, trained on a Cessna 150 and passed the check ride on the first go. In total it took me about 2.5 months.
-
If you’re looking to go the Active Duty route, and you still don’t have a degree, ROTC would offer a higher likelihood of getting a Pilot slot. Active Duty OTS boards have been very competitive in recent years and see a much smaller number of rated career drops (Pilot, CSO, ABM, RPA) than ROTC and the Academy. Additionally, you’re often competing against many enlisted airmen who have completed their degrees and are looking to commission. If you get hired by an ANG or Reserve unit as a civilian you will go to OTS after you get hired and before you go to pilot training since you have to commission as an Air Force Officer. As @Snip mentioned, it’s important to determine whether you want to go ANG or Active Duty as this will change the paths to wings. There are currently programs to go Reserves from ROTC however the slots are competitive (10-12/year) and it’s always a question of how long those programs will last. From my own experience, I’ve applied to ANG units as an ROTC cadet and got approval from my chain of command to get conditional release from my Active Duty Service Commitment if I was able to get hired. This isn’t a route I would plan into your career path since it’s atypical and not clearly defined, however it aligns with the “make them tell you no” attitude everyone speaks about.
Regarding your second question about staying competitive for a Pilot slot in ROTC, you can distinguish yourself by maintaining a 3.5+ CGPA in college, scoring 95+ on your PT tests throughout your time in the program, graduating in the top third of your class at Field Training (2-week basic training between your Sophomore and Junior year), optimizing your PCSM score (ideally 90+), and ranking in the top third of your Detachment Commander’s ranking (basically an assessment of general leadership ability, likability, and performance during your time in the program). Anything above that just increases your chances. You will see similarities no matter what path to wings you take – generally speaking being a good wingman, working hard, networking, and understanding the steps you need to take to get into the cockpit will take you a long way.
-
@SLAP Thank you for the advice and kind words. I plan on doing grad school while on casual status and definitely agree doing school + UPT concurrently is not the best idea. I’m hoping to get as much done as I can before dropping into a class at Sheppard and then picking up after UPT if required.
I’ll continue to provide updates on the ROTC -> Guard path, although with commissioning only about 6 months out it’s looking like the AD route will be the direction I head. I’ll keep monitoring the job boards and applying where possible. I last applied for the 159th FS as it lined up most effectively for my career and family goals but things didn’t work out for the most recent hiring board.
Regarding AWS, it’s super cool to here BogiDope is an AWS shop. I’m more than happy to dig into optimization opportunities with you and/or your IT team. I work with startups all the time looking to cost optimize and improve architecture so happy to connect! Feel free to send me a direct message or let me know if you’d like me to share my contact info with you.
-
Hi!
I would definitely recommend checking out the new analytics tool that was announced here last week. It provides data on competitiveness based on units and numbers.
I’m currently in AFROTC and started as a sophomore in college so it’s another route to consider. There is currently a program to commission directly into the Reserves. It’s pretty competitive and you still need to get hired by the unit but it’s an option worth looking into (note: the program has not been announced yet for this year).
AFROTC would be a three year program for you (much longer than OTS if you get picked up for ANG) and if you don’t get the Reserve gig you would have an Active Duty service commitment. However, based on the volume of slots and applicants your chances of securing a pilot slot are typically higher with the AFROTC route. Importantly, you don’t know what airframe you will fly if you go AD so you’ll have to continue competing for a fighter at UPT.
Definitely a lot to consider given your situation but if your goal is to get in the cockpit I would also recommend doing some homework on AFROTC. Happy to answer any questions you have.
-
Yes, for ROTC you just need to get accepted to the school of your choice (or an affiliated crosstown university) and enroll in the ROTC classes with your local detachment. There is no minimum HS GPA to start ROTC, however there are minimum college GPAs to remain in good standing and be competitive for scholarships. Since you’re still in HS I would recommend searching and applying for the AFROTC HS Scholarship Program (if deadlines haven’t already passed). If offers fully or partially subsidized tuition assistance depending on your school. There are in college scholarships too if you don’t get one out of HS.
Once you’re in the program, the ball is really in your court. Your PT, GPA, Det Commander’s ranking, etc. will determine your competitiveness for an enrollment allocation (basically a conditional job offer to commission once you complete your degree). You will receive that during your sophomore year. You will compete/meet the board for a pilot slot during your junior year and by the time you’re a senior you will know your job and base.
Happy to answer any other questions you have!
-
Hi, I’m currently in ROTC and just finished IFC at WPAFB. They’re announcing our rated (pilot) board results in Sept.
It’s not extremely difficult to get a pilot slot in ROTC. All the cadets I know that work hard and have good grades are competitive. Nearly everything that will earn you a pilot slot in ROTC is in your control which is nice (grades, field training, PT, Det Commander’s ranking, PCSM). Of course the needs of the Air Force vary but if you’re in the top 30-40% of cadets you’re typically in good shape.
As for the wait time, our most recent class of grads (commissioned in June) had 3 pilots and all of them are already at their training bases. You may do a few months of “casual” status before starting with a class but I wouldn’t expect “years” as you were told. Happy to answer any other questions you have about the ROTC route.
-
1. Given the info in the article it seems like approaching the question with regard to the unit’s mission is fitting. Transitioning to MQ-9s may align with the unit’s mission capabilities (facilities, tactics, etc.) and ultimately represent the needs of the Air Force. Having a unit/mission first mentality versus airframe first mentality shows a commitment to the broader needs of the Air Force and a realization that each unit has a unique role to play in a near-peer fight and/or in up-keeping the U.S.’s commitments globally.
2. Important factors to consider could include you’re being hired as an Air Force officer first and foremost which means you must accept and carry out decisions of the Air Force and/or ANG regardless of whether this means an airframe transition or not. Also, as an officer you have an obligation to be a leader within the unit and support decisions, even difficult ones. This means becoming competent in aspects of the new airframe and encouraging support from both enlisted and officer personnel in the unit to ensure a seamless transition.