Military Vs Civil Aptitude (OR: My life story so far....!!!)
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Military Vs Civil Aptitude (OR: My life story so far....!!!)
Hi All,
I have an odd story that I want your advice on - I'll try and make it as complete as possible, so that it makes sense, but try not to bore too many people!
I always wanted to be a pilot in the RAF as a kid, so at 16 or so I went for interviews and aptitude testing with the RAF for a flying scholarship. I managed to get one of the scholarships and in the summer of '98 I did 20 odd hours of flying including about 8 solo in a civilian school with some ex military instructors - fantastic, the first solo flight was amazing. I passed the course with a 'High average' score, which although it doesn't sounds amazing, in military terms it is OK - slightly better than most.
After completing my A-levels I wanted to take a gap year and work as a ski/snowboard instructor in Canada - the RAF were not keen to sponsor me before this, so during my 1st year at Uni studying Aero Engineering, I decided to try and get sponsorship as a pilot. I had to take the aptitude tests a second time, but thinking that I had passed them the first time (hence they gave me the flying course) I thought there was no issue - I was wrong!
Unfortunately I had not passed them either time (only by a few percent - mainly because of an abysmal number recall score!), and as I had taken them twice, there was no way to take them again. Obviously slightly upset, I thought about my options and decided that I wanted to fly in the military, and as I had passed for Navigator (or WSO – Weapons System Operator now), I would give that a go. I also decided to join the UAS, and see if I could get into flying that way (there were rumour that if you completed the UAS training with a good enough score, they may let you join as a pilot even though you had ‘failed’ the aptitude tests.
So I joined the UAS, but unfortunately, due to the fact that it was miles from Uni, I had no car, was doing a very tough course and my personal admin was pretty rubbish, I did not completed the course, and left the squadron after a year or so – I made loads of good friends there who I am still in contact with, so it was not all wasted time!
Not is all wasted, after leaving Uni I applied to the RAF as a WSO (and engineer), having already done the aptitudes twice, I didn’t have to do them again, and the interview went OK. Unfortunately I had applied at completely the wrong time – the RAF were cutting the number of WSOs – they were no longer needed in rotary wing at all and with the up and coming Typhoon, and a massively over subscribed training schedule they were just not recruiting many WSOs at all. A few weeks later the RAF sent me a letter saying that I had done well at the interview, and was being offered a place in Engineering, but no flying jobs.
So, I decided to apply to the Royal Navy Fleet Air Arm as an Observer (More or less the same as a WSO) - I also tried for Pilot as I thought their entry requirements were lower, but that was a myth (they are actually looking for slightly different skill set not a lower standard, I think!). So after an AIB (Admiralty Interview Board) where I basically knew nothing about the RN, but showed I was what they wanted, I was offered a place starting as a trainee Observer at BritanniaRoyalNavalCollege in Jan 05.
So basic officer training went well, and the first 2/3rds of the Basic Observers course went well, but unfortunately I ‘choked’ at the end, and failed the course with 2 flights to go. I have been told by various people, pilots, observers, WSOs, and aircrew that the BOC (Basic Observers Course) is the hardest flying course in the armed forces – equally as hard as harrier fast jet training – verified by a qualified harrier pilot who did the BOC course for some odd reason a number of years ago, but this still didn’t really lift my spirit too much!
I failed the course at the start of October this year, at the age of 26 and am currently in the middle of transferring to the Air Engineer Branch of the FAA (a job which I think I may enjoy, and haven’t completed discounted, but I think I would still like to fly).
I am considering trying to get some kind of ‘sponsorship’ (or something along those lines – having read a lot here and other places on the internet I realise this concept doesn’t really exist any more!) to become a civil commercial pilot, as flying has been a big passion of mine for a long time – I’ve not made a decision yet, but wanted to explore all avenues first!
Well, that is my life story, but here are the questions!!! What I really want to know is this:
1) Do the Civil pilot aptitude tests have a lower ‘score requirements’ than the military ones (they are essentially the same tests at Cranwell), ie. I (only just) failed for military pilot, but does that mean I wont pass for civvy pilot?
2) Will my 11 months of RN Observer training be looked upon favourable by the civvy companies – both employers and training companies, or will they see me as a training risk as I failed the course (I did fail the course on the military side of things, stuff that I would never be doing in civvy job, but whether they may see this is relevant, I don’t know!)
Anyways, that is the story of my life so far (sorry to take up so much space, but I may as well explain as much as possible first time round!). Any comments are much appreciated!! Cheers!
PS. Mods: if this would be better in another forum, please feel free to move it!
I have an odd story that I want your advice on - I'll try and make it as complete as possible, so that it makes sense, but try not to bore too many people!
I always wanted to be a pilot in the RAF as a kid, so at 16 or so I went for interviews and aptitude testing with the RAF for a flying scholarship. I managed to get one of the scholarships and in the summer of '98 I did 20 odd hours of flying including about 8 solo in a civilian school with some ex military instructors - fantastic, the first solo flight was amazing. I passed the course with a 'High average' score, which although it doesn't sounds amazing, in military terms it is OK - slightly better than most.
After completing my A-levels I wanted to take a gap year and work as a ski/snowboard instructor in Canada - the RAF were not keen to sponsor me before this, so during my 1st year at Uni studying Aero Engineering, I decided to try and get sponsorship as a pilot. I had to take the aptitude tests a second time, but thinking that I had passed them the first time (hence they gave me the flying course) I thought there was no issue - I was wrong!
Unfortunately I had not passed them either time (only by a few percent - mainly because of an abysmal number recall score!), and as I had taken them twice, there was no way to take them again. Obviously slightly upset, I thought about my options and decided that I wanted to fly in the military, and as I had passed for Navigator (or WSO – Weapons System Operator now), I would give that a go. I also decided to join the UAS, and see if I could get into flying that way (there were rumour that if you completed the UAS training with a good enough score, they may let you join as a pilot even though you had ‘failed’ the aptitude tests.
So I joined the UAS, but unfortunately, due to the fact that it was miles from Uni, I had no car, was doing a very tough course and my personal admin was pretty rubbish, I did not completed the course, and left the squadron after a year or so – I made loads of good friends there who I am still in contact with, so it was not all wasted time!
Not is all wasted, after leaving Uni I applied to the RAF as a WSO (and engineer), having already done the aptitudes twice, I didn’t have to do them again, and the interview went OK. Unfortunately I had applied at completely the wrong time – the RAF were cutting the number of WSOs – they were no longer needed in rotary wing at all and with the up and coming Typhoon, and a massively over subscribed training schedule they were just not recruiting many WSOs at all. A few weeks later the RAF sent me a letter saying that I had done well at the interview, and was being offered a place in Engineering, but no flying jobs.
So, I decided to apply to the Royal Navy Fleet Air Arm as an Observer (More or less the same as a WSO) - I also tried for Pilot as I thought their entry requirements were lower, but that was a myth (they are actually looking for slightly different skill set not a lower standard, I think!). So after an AIB (Admiralty Interview Board) where I basically knew nothing about the RN, but showed I was what they wanted, I was offered a place starting as a trainee Observer at BritanniaRoyalNavalCollege in Jan 05.
So basic officer training went well, and the first 2/3rds of the Basic Observers course went well, but unfortunately I ‘choked’ at the end, and failed the course with 2 flights to go. I have been told by various people, pilots, observers, WSOs, and aircrew that the BOC (Basic Observers Course) is the hardest flying course in the armed forces – equally as hard as harrier fast jet training – verified by a qualified harrier pilot who did the BOC course for some odd reason a number of years ago, but this still didn’t really lift my spirit too much!
I failed the course at the start of October this year, at the age of 26 and am currently in the middle of transferring to the Air Engineer Branch of the FAA (a job which I think I may enjoy, and haven’t completed discounted, but I think I would still like to fly).
I am considering trying to get some kind of ‘sponsorship’ (or something along those lines – having read a lot here and other places on the internet I realise this concept doesn’t really exist any more!) to become a civil commercial pilot, as flying has been a big passion of mine for a long time – I’ve not made a decision yet, but wanted to explore all avenues first!
Well, that is my life story, but here are the questions!!! What I really want to know is this:
1) Do the Civil pilot aptitude tests have a lower ‘score requirements’ than the military ones (they are essentially the same tests at Cranwell), ie. I (only just) failed for military pilot, but does that mean I wont pass for civvy pilot?
2) Will my 11 months of RN Observer training be looked upon favourable by the civvy companies – both employers and training companies, or will they see me as a training risk as I failed the course (I did fail the course on the military side of things, stuff that I would never be doing in civvy job, but whether they may see this is relevant, I don’t know!)
Anyways, that is the story of my life so far (sorry to take up so much space, but I may as well explain as much as possible first time round!). Any comments are much appreciated!! Cheers!
PS. Mods: if this would be better in another forum, please feel free to move it!
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You need to get busy on the Wannebes section of PPrune. Some training providers, Oxford being one, do have an entry selection process, but you still have to cough up the cash as described.
The fact that you made it as far as you did won't hurt, but neither will it buy you anything that is not available to Joe Average.
If you want it badly enough you'll find a way, is my guess. Good luck.
The fact that you made it as far as you did won't hurt, but neither will it buy you anything that is not available to Joe Average.
If you want it badly enough you'll find a way, is my guess. Good luck.
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CTC use a set of tests called Pilapt which you can actually buy or something similar for around 50 big ones. Similar to the mil ones. Haven't been able to discover whether the standard required is higher or lower than the mil pass for pilot.
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Thanks for the replies so far.
I've been looking at the wannabies forums, and nearly posted this in there - just thought that as it had so much military stuff in it, and there may be someone here who has had a similar (within reason!) experience who could help out!
As to 'sponsorship', yeah, I have seen as someone said that the only way to get it seems to be to stump up the £60k first. It is just quite a big gamble, and from what I can tell, I'll also take a bit of a pay cut, with a massive loss of benefits (in terms of what the RN can offer - not just cash, but quality of life) if I leave the RN. Not to mention a couple of years no wages... there is a lot to consider really!
Does anyone have any idea about the relative aptitude scores / experience gained, or am I just wishful thinking that someone may know this kind of stuff?!
Thanks again.
ND
I've been looking at the wannabies forums, and nearly posted this in there - just thought that as it had so much military stuff in it, and there may be someone here who has had a similar (within reason!) experience who could help out!
As to 'sponsorship', yeah, I have seen as someone said that the only way to get it seems to be to stump up the £60k first. It is just quite a big gamble, and from what I can tell, I'll also take a bit of a pay cut, with a massive loss of benefits (in terms of what the RN can offer - not just cash, but quality of life) if I leave the RN. Not to mention a couple of years no wages... there is a lot to consider really!
Does anyone have any idea about the relative aptitude scores / experience gained, or am I just wishful thinking that someone may know this kind of stuff?!
Thanks again.
ND
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This really ought to be in Wannabes, and I might move it there in time, but it may have some resonance for other mil people.
As has been said, effectively there is no chance whatsoever of getting someone else to pay for your training. It just doesn't happen any more. There are one or two oddities around (Air Atlantique for one), but they are way out of the mainstream.
The CTC system is very good. If you get on it - and pass - you are 98% assured of a job as long as the market stays good. No other scheme can boast such figures, but no other scheme does such extensive selection screening. CTC (and many other trainers) uses PILAPT - search for it. It is different to the military system, and a fail in one does not necessarily mean a fail in the other.
Oxford, Cabair and FTE Jerez (the only CAA-sanctioned integrated schools) all offer superficially similar schemes, but their students are not selected against airline manning requirements as CTC's are, and many will take a long time to get employed post-training. Some may never find flying work. There are also a couple of airline-led schemes which work in a similar fashion to CTC. Look in Wannabes - Interview Jobs & Sponsorships for Thomas Cook & Thomsonfly.
You can, of course, take yourself through training on the modular system with any school you choose, paying as you go. This can be somewhat cheaper, but you need to study the system and make a solid plan before you start. Whichever route you take will cost you between £45,000 and £80,000 - more if you decide you want to pay for a type rating. Of course, you will be paying back this money soon, if not immediately, after you complete training. Should you be lucky enough to get on the CTC or airline-mentored schemes, that repayment will be taken from pre-tax income.
Your initial salary, if you are successful in finding employment, could be anything from £15k at a small turboprop operator to around £30k at a low-cost airline. This is probably less than you're on now, but your earning capability would be much greater - senior training captains with BA or Virgin can currently earn up to £150k.
The risks - and the potential rewards - are high for someone in your position. Do all the research you can before you commit to this path. Read this thread for links to stuff you need to know.
Good luck.
Scroggs
As has been said, effectively there is no chance whatsoever of getting someone else to pay for your training. It just doesn't happen any more. There are one or two oddities around (Air Atlantique for one), but they are way out of the mainstream.
The CTC system is very good. If you get on it - and pass - you are 98% assured of a job as long as the market stays good. No other scheme can boast such figures, but no other scheme does such extensive selection screening. CTC (and many other trainers) uses PILAPT - search for it. It is different to the military system, and a fail in one does not necessarily mean a fail in the other.
Oxford, Cabair and FTE Jerez (the only CAA-sanctioned integrated schools) all offer superficially similar schemes, but their students are not selected against airline manning requirements as CTC's are, and many will take a long time to get employed post-training. Some may never find flying work. There are also a couple of airline-led schemes which work in a similar fashion to CTC. Look in Wannabes - Interview Jobs & Sponsorships for Thomas Cook & Thomsonfly.
You can, of course, take yourself through training on the modular system with any school you choose, paying as you go. This can be somewhat cheaper, but you need to study the system and make a solid plan before you start. Whichever route you take will cost you between £45,000 and £80,000 - more if you decide you want to pay for a type rating. Of course, you will be paying back this money soon, if not immediately, after you complete training. Should you be lucky enough to get on the CTC or airline-mentored schemes, that repayment will be taken from pre-tax income.
Your initial salary, if you are successful in finding employment, could be anything from £15k at a small turboprop operator to around £30k at a low-cost airline. This is probably less than you're on now, but your earning capability would be much greater - senior training captains with BA or Virgin can currently earn up to £150k.
The risks - and the potential rewards - are high for someone in your position. Do all the research you can before you commit to this path. Read this thread for links to stuff you need to know.
Good luck.
Scroggs
Before you start spending big money make sure that you think hard about your capabilities. You don't want to 'choke' again after spending £40K in the process.
Another option is learning in the USA and this can work out substantially cheaper. The weather is much better than the UK (if you pick the right state) so you get to fly more often and importantly, more regularly. Its also easier.
Of course you can always fly for the fun of it. As a ppl, £40K will buy you a hell of a lot of hours and you only fly when you want to and when the weather's nice. I remember taking a jump seat where we took off into cloud and didn't see the ground again (or anything) until we landed. Or when the wind and rain are blowing at 90 degrees to the runway etc. Where's the fun in that?
Good luck in whatever you decide.
Another option is learning in the USA and this can work out substantially cheaper. The weather is much better than the UK (if you pick the right state) so you get to fly more often and importantly, more regularly. Its also easier.
Of course you can always fly for the fun of it. As a ppl, £40K will buy you a hell of a lot of hours and you only fly when you want to and when the weather's nice. I remember taking a jump seat where we took off into cloud and didn't see the ground again (or anything) until we landed. Or when the wind and rain are blowing at 90 degrees to the runway etc. Where's the fun in that?
Good luck in whatever you decide.
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Don't totally give up on flying just because you are transferring AEO. There are a significant number of AEOs that receive pilot (and to a lesser extent Obs) training and serve frontline before returning to the AE world.
Take the 'free' training and do some private flying at the weekends.
Take the 'free' training and do some private flying at the weekends.
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slp - is it still the case that prospective AEO Eng TPs have to pass pilot selection after a tour as a baby AEO, then do a short tour as pilot on a sqn, and then do the Eng TP course? Example of how to do it
If matey has already failed pilot selection, and been chopped O trg, then I'm unsure how good a chance he has of making the Eng TP route.
His best option might be to take the cheap rates at service flying clubs and hour build while serving.
If matey has already failed pilot selection, and been chopped O trg, then I'm unsure how good a chance he has of making the Eng TP route.
His best option might be to take the cheap rates at service flying clubs and hour build while serving.
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Just how long would it take to do an intergrated course flying at weekends and trying to do the exams around work? And is it possible to study 'at home' for the CPL exams, or do you actuall have to be taught at a flying school? I'm just brainstorming ideas right now - it may cost more in the long run, but I would be working whilst doing it... although I may have age against me at the end of it... any thoughts?
Cheers, ND
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My "life story" is not to dissimilar. I tried for years to becomean RAF pilot but had very minor medical issues. In the end I joined up as a flight eng. But even this was not enough. I ended up paying my own way through an ATPL and was lucky enough to get a job after a short while. My advice is go for it. It will eat at you every day if you don't. Even Observer or WSO wouldn't be enough because you sit behind someone thinking I could do that. I know of 1 guy who tried several military career paths but has now thrown it all in to learn to fly. I didn't start it all until I was well in my 30's and although it's turned out alright I wish I had done it sooner. As for military/civvy aptitude it doesn't really matter. I know of guys who failed military and easily passed civvy. Mlitary aircrew courses are high pressure, 2 strikes and your out. In civvy world if you fail you just write out another cheque! Don't follow the promised military career if it's not what you really want. Good Luck
Boose Driver
PS Every military course I have ever been on is the hardest 1 ever !!
Boose Driver
PS Every military course I have ever been on is the hardest 1 ever !!
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AS far as I know:
AEO - do the SEMC course at HMS Sultan, Gosport. During this time there will be a call for volunteers for Test Pilot/Obs. Those that volunteer then go off to do aptitude tests. After Sultan you go off to Yeovilton/Culdrose/Wittering to complete your Engineering Certificate of Competence on the aircraft type you have been sent to (although the CofC is valid across platforms, a friend did the Sea Harrier CofC before going onto a rotary Squadron). After successful completion of your CofC you then go off to flying/observer training. On completion you do an operational tour on a Frontline Squadron before doing more test pilot type stuff and becoming fully spammed up.
The fact that you have already done aptitudes, missed out on pilot and got chopped on BOC may prevent you from going down this route but you never know.
Personally I have thoroughly enjoyed my time as an AEO so far, but if you are going to be bitter about the fact that you are working with aircraft not flying them then you are better off going down a civi airline path.
Hope this helps,
AEO - do the SEMC course at HMS Sultan, Gosport. During this time there will be a call for volunteers for Test Pilot/Obs. Those that volunteer then go off to do aptitude tests. After Sultan you go off to Yeovilton/Culdrose/Wittering to complete your Engineering Certificate of Competence on the aircraft type you have been sent to (although the CofC is valid across platforms, a friend did the Sea Harrier CofC before going onto a rotary Squadron). After successful completion of your CofC you then go off to flying/observer training. On completion you do an operational tour on a Frontline Squadron before doing more test pilot type stuff and becoming fully spammed up.
The fact that you have already done aptitudes, missed out on pilot and got chopped on BOC may prevent you from going down this route but you never know.
Personally I have thoroughly enjoyed my time as an AEO so far, but if you are going to be bitter about the fact that you are working with aircraft not flying them then you are better off going down a civi airline path.
Hope this helps,
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Hang on, Hang on fellas. This bloke is a chopped Observer who thought that BOC was the Hardest course in the military and thinks that an Observer and a WSO do the same job...????? There is no way he will be offered any more flying training in the military and as far as pursuing a Civil career he is gonna have to work pretty hard seeing as he couldnt grasp the Pilot aptitude and was chopped Observer due to poor navigation skills.
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You cannot do an integrated (note the spelling) course part-time; it is a full-time, residential, zero to 'frozen ATPL' course which takes 13 to 15 months. CPL ground exams are a waste of time and will not allow you to take up a career as an airline pilot; you must take the ATPL ground exams. These can be studied for at home, but you will have to attend a couple of intense classroom periods of a couple of weeks each before you are allowed to take the 14 exams.
Go and read that thread and learn something about what is required to become an airline pilot and the routes available for you to do so. It has been out together using the hard-won experience of several thousand successful - and unsuccessful - pilots over the 10 years of Pprune. It is probably the best ATPL reference source available on the internet.
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Having operated as FAA for 18 years and civvy for 7, my advice is to take up the AEO route. The lifestyle is pretty good, the AEO empire, once qualified does not require a lot of seatime, you will be on a good salary, a bettter pension and have more scope for reacreational activities than outside. Oh yes you will get free dentistry! And once you get into Abbey Wood you can avail yourself of the sort of perks only available to really enlightened employers.
Whilst enjoying the largesse of the pusser pursue your flying with the flying clubs now established at Vl and CU, build up your experience and then decide whether to jump ship. Either way, the AEO tickets /experience will give you a good safety net if you choke again.
The aviation industry is bl**dy cruel to everyone, especially low houred aspirants and there is no consideration for the individuals needs/desires - at least the pusser has options.
As it stands, given your age, you are iunlikely to get a job which gives a reward on your investment until your early thirties by which time you will probably be looking to settle down and breed - not easy in this industry given all its uncertainties. Equally that is on the current T & C s on offer - just look how they have eroded in the past few years , extrapolate that on and perhaps the early thirties for payback time is optomistic.
When leaving the pusser the resettlement fellow(none of those when made redundant in the outside industry) advised against making your hobby a career - wise words. So, why dont you make flying a passionate hobby and use the pusser to fund it?
Dont misunderstand me, I love my flying now but that is having earned my wings and flown in the pusser. Without that backing and filtering I believe that your gamble may be too much. I regularly fly with low houred FO's who have done what you are contemplating. They are saddled with training debt, mortgage debt, overdraft debt, credit card debt and to compound it are locked into a 4 year 20 grand bond. Their salary does not scrape the 20 g level until after a year in the job.
Contrast that with the pussers package and it may become a no brainer.
Good luck
Stan
Whilst enjoying the largesse of the pusser pursue your flying with the flying clubs now established at Vl and CU, build up your experience and then decide whether to jump ship. Either way, the AEO tickets /experience will give you a good safety net if you choke again.
The aviation industry is bl**dy cruel to everyone, especially low houred aspirants and there is no consideration for the individuals needs/desires - at least the pusser has options.
As it stands, given your age, you are iunlikely to get a job which gives a reward on your investment until your early thirties by which time you will probably be looking to settle down and breed - not easy in this industry given all its uncertainties. Equally that is on the current T & C s on offer - just look how they have eroded in the past few years , extrapolate that on and perhaps the early thirties for payback time is optomistic.
When leaving the pusser the resettlement fellow(none of those when made redundant in the outside industry) advised against making your hobby a career - wise words. So, why dont you make flying a passionate hobby and use the pusser to fund it?
Dont misunderstand me, I love my flying now but that is having earned my wings and flown in the pusser. Without that backing and filtering I believe that your gamble may be too much. I regularly fly with low houred FO's who have done what you are contemplating. They are saddled with training debt, mortgage debt, overdraft debt, credit card debt and to compound it are locked into a 4 year 20 grand bond. Their salary does not scrape the 20 g level until after a year in the job.
Contrast that with the pussers package and it may become a no brainer.
Good luck
Stan
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You haven't read that thread I linked to, have you? If you don't actually absorb the information you're given, you won't get very far in any career!
You cannot do an integrated (note the spelling) course part-time; it is a full-time, residential, zero to 'frozen ATPL' course which takes 13 to 15 months. CPL ground exams are a waste of time and will not allow you to take up a career as an airline pilot; you must take the ATPL ground exams. These can be studied for at home, but you will have to attend a couple of intense classroom periods of a couple of weeks each before you are allowed to take the 14 exams.
You cannot do an integrated (note the spelling) course part-time; it is a full-time, residential, zero to 'frozen ATPL' course which takes 13 to 15 months. CPL ground exams are a waste of time and will not allow you to take up a career as an airline pilot; you must take the ATPL ground exams. These can be studied for at home, but you will have to attend a couple of intense classroom periods of a couple of weeks each before you are allowed to take the 14 exams.
Stan Deasy - thanks for your comments - the method you suggested is the one that I am probably most considering doing (my fiancee suggested it too!) - going for AE, joining the flying club at VL, CU or Whittering/Cotesmore, building up my hours at a reduced rate whilst enjoying the benefits of working for HM & pusser, and taking the ATPL exams as and when I have built up sufficient hours & experience 'weekend flying'.
Does anyone have any experience of the flying clubs on the above bases?
Many thanks, ND
Last edited by NavyDropout; 22nd Nov 2006 at 12:05. Reason: damn typos
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Hang on, Hang on fellas. This bloke is a chopped Observer who thought that BOC was the Hardest course in the military and thinks that an Observer and a WSO do the same job...????? There is no way he will be offered any more flying training in the military and as far as pursuing a Civil career he is gonna have to work pretty hard seeing as he couldnt grasp the Pilot aptitude and was chopped Observer due to poor navigation skills.
Hang on, Hang on.... I said WSO was more or less the same as a O, which I still think is, even if there are obviously significant differences!! I did not say I failed BOC due to poor navigation skills - that is not the case at all, and I also did not say that I thought it was the hardest flying course:
I have been told by various people, pilots, observers, WSOs, and aircrew that the BOC (Basic Observers Course) is the hardest flying course in the armed forces – equally as hard as harrier fast jet training – verified by a qualified harrier pilot who did the BOC course for some odd reason a number of years ago, but this still didn’t really lift my spirit too much!
Perhaps I should have written "one of the hardest flying courses" instead. Either way if I want a slagging off, I can get that from my oppos every time i go out on the lash with the guys who passed the course
!! What I'm looking for here is some thoughts as to the best path to continue flying, and possibly make a career out of it!But you are right on one count, I do think it is unlikely that the pusser will offer me another flying job - that is why I was thinking of trying the civvy route.
I'm still open to any other suggestions & comments.
ND
