Which Multi-Engine route?

[BEagle]

I am on an AEF where we have a holding pilot aged 27 awaiting a Hawk Course.

One of the pilots he did basic with got axed with the 170 pilots and is now a qualified Airbus co pilot at Manchester. I have flown with him so...

Good grief! 27 and still waiting for an AFTS course? I thought I was bad enough; after a year as a Flt Cdt, 4 years at university and stumbling through JP/Gnat/Hunter I was 25 by the time I reached my first OCU....

I do not believe the modern RAF is delivering a career to its people full stop and the future does not bode well.

Sadly, that seems very true. Little opportunity to become a QFI either, with the nonsense of 'MFTS'....

Would I encourage anyone to join the RAF as a pilot? The RAF I joined, certainly. The RAF as it is today - absolutely not.

[Force For Good]

While the C130 / A400M route would be top in terms of the 'military flying', and variety that it would entail, I wonder if turning down the C17 or Voyager (hypothetically speaking) would be a sensible decision for the long term, considering a transition to airline flying in later life. The difference between turboprop / turbofan experience seems to be viewed quite significantly later on.

32 Sqn seems almost like the best of both worlds in that it involves some interesting military taskings and locations but also on a jet fleet with crossover to the civilian world. Sentinel probably not as interesting but again with an obvious advantage of it's civil operators.

Glass Collector

P-8A Poseidon?

I thought you were joking at first, but having had a proper read around, sounding very interesting, I imagine lots of flying in circles again though!

I definitely agree with the opinions of Basil and pitotheat and wouldn't want to make a choice (if presented) based on a commercial TR but at the same time not wanting to shoot oneself in the foot by turning down a sensible career option for a 'fun' one.

Holding?

I am on an AEF where we have a holding pilot aged 27 awaiting a Hawk Course.

One of the pilots he did basic with got axed with the 170 pilots and is now a qualified Airbus co pilot at Manchester. I have flown with him so...

Depending on how much holding one gets on the multi route I would suggest you bin the RAF right now and get on a CTC course this year.

You guessed it, with an average of just over 3 minutes of flying per day since joining. Believe it or not, I was on an ATPL course for a month before I quit when my IOT offer finally came in (explaining this is a long story, but it was a carefully considered decision). I had to pay my way out of the contract to join the RAF, so going back there is not high on my list of plans. I managed to survive the cuts in 2011, but know plenty of chopped mates who now fly 777 with Cathay and the like. The ATPL mates of course all now have 2 years under their belts as Commercial FOs.

27 and still holding? Explain the fun in that?

26 and still on Tutor...I do agree to an extent. However, the experience I have already had with the RAF despite it being one of the darkest periods in terms of cuts (literally in the case of Harrier and MRA4) has exceeded expectations and would've passed me by if I was flying with EasyJet etc.

Thanks all for your input, all appreciated and some interesting points to consider, should I find myself in a situation involving choice at the end of the next course...

[SASless]

Beags is talking about his second life.....the first was done on Dope and Fabric, Rotary Engined, bi-planes.

[kharmael]

While the C130 / A400M route would be top in terms of the 'military flying', and variety that it would entail, I wonder if turning down the C17 or Voyager (hypothetically speaking) would be a sensible decision for the long term, considering a transition to airline flying in later life. The difference between turboprop / turbofan experience seems to be viewed quite significantly later on.

It does beg the question as to why you would join the RAF if you didn't want to do military flying? Even going C-130/ A400M I would suggest you are FAR better placed than FJ & RW mates. A Four Engined, Multi Crew, IFR, Glass Cockpit aircraft is still a massive tick. By all accounts TurboProp vs TurboFan is just a couple of flights to get used to the fact that you need to give it a minute to think about giving you power and that you can go much higher and much faster!

[ShotOne]

Speaking from the perspective of an airliner seat I suggest that you don't get strung up worrying about what type may or may not appeal to an airline recruiter. Clearly a relevant type rating is always useful but, having flown with many pilots from various ME types, and also rotary, fast jet, red arrows, test pilot posts, theres no particular distinction once wearing your dark blue uniform. If you're that desperate to get into an airline seat, then go and do it now. (the gentleman who described it as "easy street" might be in for something of a wake-up!) Otherwise, having put so much commitment into getting thro RAF selection and training, fly whatever you have your heart set on and enjoy it!

[Union Jack]

.... there's no particular distinction once wearing your dark blue uniform.

Oh yes there is! Oh sorry - that dark blue uniform .....

Jack

[Herod]

Take off the rose-coloured glasses. Commercial operations normally recruit on a Friday for courses starting Monday; there is very little long-term planning. I applied to a particular airline while waiting to leave the RAF and was turned down (without interview) for a F.O. slot. Barely two years later the same airline offered me a direct-entry captain's position (can you start next week?). Enjoy the military flying and take the commercial as and when it comes.

[JTIDS]

Now the pension has been reduced to bugger all and you get what few exemptions you are entitled to from your ATPL once you've become an LCR co-pilot I'd recommend going onto any of the big jets doing your six years return of service and getting out as quickly as possible at the end, using your ELC to do the ATPL ground school exams whilst stuck down route somewhere.

[SASless]

Do you reckon if one does the RAF ME thing....no matter which bus you find yourself sat in the front of....does a good job....gets good Eval's....obtains your Civvie License on whatever you can.....at the end of you obligated service...your chances for civvie employment will be improved? Likewise....if at the end of your obligated service the grass isn't greener or the Airline Industry is on its Heels....you can decide to stay in the RAF until things do pick back up.