“It depends.”

Consider this as you read these FAQs.

There are reasonably good answers to this question on both the Air Force and Navy websites, including basic qualifications. The short version is:

1. Become an officer in the Air Force or Navy/Marines.
2. Apply and get accepted into pilot training.
3. Compete for a fighter pilot slot.
4. Complete the fighter portion of training.

There are no fighter pilots in the Army or Coast Guard. Marine Corps pilots wear Navy wings.

The Air Force and Navy have similar means by which you can become a fighter pilot. In general, you must first become an officer, either by attending one of the service academies, completing ROTC, or graduating from Officer Training/Candidate School (OTS/OCS). In most cases, just prior to your commissioning you will be able to request what your desired job will be. If you select and receive the opportunity to become a pilot, you will then have to attend Undergraduate Pilot Training (UPT).

You may get a “pilot slot,” but, in most cases, you will not know whether you will fly helicopters, heavies, or fighters until well into pilot training in both the Navy and Air Force (except in rare circumstances, or if you are a Guard/Reserve pilot).

(The Navy doesn’t technically fly “heavies,” per se, like the KC-135, though it does fly several large, non-fighter aircraft including C-130s (Marines), E-6s, and a variety of other patrol and cargo aircraft.)

Prior to UPT, you may have to attend a flight screening program.  The Air Force currently conducts Initial Flight Screening (IFS) at Pueblo, Colorado.

In the Air Force, you will have to complete the first 3-4 months of pilot training before your class is split into those who will fly fighters, heavies, and helicopters. Your ability to get the fighter track (T-38s) will depend on your relative class ranking, your instructors’ input, the needs of the Air Force (how many of each type of pilot they need), and the desires of your classmates. For example, if the Air Force needs more C-130 pilots than F-15 pilots, your class might get 2 fighter slots and 10 heavy slots. On the other hand, you could be ranked #10 in your class, but if the 9 guys in front of you want to fly heavies, then you’ll get the chance to fly a fighter.

If you do choose and receive the fighter track, near the completion of the T-38 course you will be given the opportunity to rank-order the fighters you would like to fly. The jet that you get will depend on your class rank, the input of your instructors, the needs of the Air Force, and the desires of your classmates (See a pattern?). For example, the Air Force may need 8 F-16 pilots but no F-15 pilots, meaning you won’t be able to get an F-15 even if its your first choice. It is also worth noting that the Air Force has alternately put bombers into/out of the T-38 track, meaning that you could complete T-38s and end up flying a B-52. The location of bombers (fighter vs. heavy track) has oscillated over the years. At one point, even UAVs were assigned out of the T-38 track.

After you graduate pilot training you will need to complete your survival training and pass the centrifuge. Your next course will be IFF, which is taught in T-38s.  After you graduate IFF, you will then go through the basic course (B-Course) for your fighter.

Once you complete the B-course, you will transfer to an operational unit. Depending on what jet you go to, you will then go through another 2 to 6 month upgrade. At the completion of that upgrade you will be a “Mission Ready” (MR) wingman, able to fly on the wing of a more experienced pilot into combat.

On average, in the Air Force it takes 2 years from the start of pilot training to being a “true” fighter pilot.

In the Navy, you attend Officer Candidate School (OCS) in Pensacola, Florida, followed by a six week “Air Indoctrination” course. Primary flight training follows (6 months at Whiting or Corpus Christi), and the split track occurs after initial flight training. Intermediate flight training builds on navigation, and advanced training is mission specific. Wings are awarded after advanced training. Pilots then go to Fleet Replacement Squadrons (FRS) to learn their specific aircraft.

For questions regarding Ed Rush’s Fighter Pilot Power Pack (an aid to becoming a fighter pilot), see this commentary.

See the article entitled “Is “Military Christian” an Oxymoron?“

See the article on Fighter Pilot Traditions.

“Namings” are ceremonies in which fighter pilots are “given” the callsigns they will be known by. See the section on Namings from the article on Fighter Pilot Traditions. Also read about one pilot’s naming experience.

Being a Christian and also being a firefighter, CEO, or grade school teacher all have challenges because Christians live “in” the world as strangers in a foreign land. The fighter pilot community is unique, however, because it has virtually institutionalized the very worldly vices Christians have been told to forsake. Profanity, sexuality, and immorality pervade the fighter pilot culture like few other “honorable” professions (thus the anonymous quote that being a fighter pilot is like being in a motorcycle gang, except that your mother is still proud of you).

There are many good reasons to be a fighter pilot; indeed, there are many good reasons for a Christian to be a fighter pilot. See the article on Why Should a Christian Bother? for an introduction to the positive aspects of the fighter pilot world.

There is probably no fighter pilot tradition that carries as much peer pressure as the Naming. It is the very means by which a fighter pilot “receives” his callsign. Some Christians have participated in Namings (on both the receiving and giving sides) and others have also refused to do so. There is no simple, single answer. For insight, see the Naming section of the article on Fighter Pilot Traditions and one pilot’s naming experience.

The Bible specifically and explicitly calls the use of profanity a sin. Therefore, it is inconsistent with the Christian character for a Christian fighter pilot to use profanity in either its full, abbreviated, or substituted forms. See the article on profanity, as well as the article on the double entendre of “so to speak.”

Out of the same mouth come praise and cursing. My brothers and sisters, this should not be. — James 3:10

The core of this question is less whether a Christian should fly and more the level of “sacredness” a Christian applies to Sunday. The reasons that Christians observe Sunday as “the Lord’s Day” rather than observing a Saturday Sabbath are discussed in many other places. While the Christian’s priorities of family, worship, fellowship, etc., are important, these obligations can be met on any day of the week.

In a fighter pilot’s career, it is a near certainty that at some point he will be asked/required to fly on Sunday, whether for cross-countries, exercises, or combat. There is no Biblical or moral reason a Christian should refuse to fly on Sunday. That said, when possible a fighter pilot should try to keep his weekends “sacred.” For a perspective on the temptation to catch up on work on the weekends (which is a different subject altogether), see the family section of the article on Christian Priorities.

To understand the basics of a remote tour, see the Remote Tour section of this article.

The Air Force has a legitimate right to assign its members where it requires. Members of a career field that have a remote requirement must accept the responsibilities of their field. While there are many negatives to a remote tour (as listed in the referenced article), Christians must use caution when it comes to “avoiding” them. Actively attempting to avoid a remote tour could be perceived as shirking duties; a Christian who hasn’t done the “bad deal” may also be negatively perceived by those that have. That said, a Christian with a particular family situation or a weakness that would be negatively impacted by such a tour may want to seek other assignments besides a remote.

The fact remains, though, that at some point that person may be faced with the choice to go remote, separate, or cross-train. Those who have a service commitment and cannot separate will have no choice but to go remote. There are exceptions which are granted for humanitarian or other reasons, but a Christian should seek them only if they are legitimately required, and not because the tour will be “hard.”

Undoubtedly in your career you may think so. At some point every pilot, Air Force, or military officer thinks they’re getting the short end of the stick unjustly. Because the Christian fighter pilot isn’t “the same” as everyone else, he just has one more thing to cause him to feel maligned. The question is what should be done about it. For some insight, see the “God is in Control” section of the article on God’s Will.

It depends. Using the Air Force as an example, in official correspondence–that is, email intended to conduct official military business–it is not technically permissible for members to have quotes of any kind in their signature blocks. This is “technically” true because this rule, while in place, is rarely enforced.

Air Force Instruction (AFI) 33-119 says that

Users will not add slogans, quotes, special backgrounds, special stationeries, digital images, unusual fonts, etc., to the body of their electronic messages.

Thus, a strict application of this AFI means that no one is allowed to have any quote of any content in their official email signature block.

This rule refers specifically to official email (which is the context of the AFI). While possible, it is unlikely that this rule would be (properly) applied against a military member who used their email for an authorized unofficial use. Some civilians (and some military personnel) may be surprised to learn that the vast majority of military email is actually “unofficial.”

At present, the Navy and Army do not appear to have explicit or readily available policies on quotations in email signature blocks.

This discussion is about what one is allowed to do; whether or not one should do something (that is otherwise permissible) is always a matter of prayer, good judgment, and professionalism.

See a discussion on the topic of religious content and military email here.

In general, new pilots are placed on “formal release.” This means they have to show up at a specific time everyday and can’t leave until given permission by their instructors; it is unlikely they get such permission prior to the expiration of their 12 hour day. Student pilots show up for a formal brief and accomplish at least one scheduled training event like a sortie, simulator, or academics. Sorties are approximately 1 to 1.5 hours long.

A reasonably good description of this and other details surrounding UPT can be found at the military pilot section of BaseOps.net. While the website has some educational information, it also has questionable content. We neither endorse nor sanction the content of that site.

In the Air Force, after you are commissioned it takes approximately one year to accomplish undergraduate pilot training (UPT) , three months for IFF, a few weeks for SERE and water survival, and approximately six months for your fighter’s basic course. This translates to about two years from the day you started pilot training. Once you arrive at your first base, it will take you an additional 2 to 3 months to become mission ready (i.e., qualified to fly into combat).

Unfortunately, this question has no firm answer and varies widely depending on the specific aircraft as well as global events.

As a general rule, a single squadron may deploy for one 3 to 6 month tour every 18 to 24 months. That is just a potential combat deployment, though. Squadrons may still deploy to locations for Flag exercises (Red Flag at Nellis in Las Vegas, for example) or for a variety of other training deployments or cross-countries. It is also possible that a squadron will be assigned to “cover” a six month deployment, and they will do so by swapping out their pilots halfway through, which means that everyone gets a 3 month deployment rather than the full six.

The precise number of days a fighter pilot will be gone from home varies widely and may depend on a pilot’s timing (when he arrives; i.e., if he gets there right after the squadron returns from a deployment, it may be awhile before they leave again), the political environment, the squadron’s capabilities, the leadership, and just about any other variable you can think of.

“Namings” are ceremonies in which fighter pilots are “given” the callsigns they will be known by. See the section on Namings from the article on Fighter Pilot Traditions. Also read about one pilot’s naming experience.

First of all, the Navy calls their “pilots” aviators. (This is because in nautical terms the “pilot” is the guy who drives the boat.) It is also worth noting that the majority of “naval aviators” fly helicopters or heavies.

Still, it depends.

Air Force demographics vary slight every year. As of March 2015, the Air Force included 307,000 active duty members, of which 13,040 (4.2%) were pilots (fighter, bomber, cargo, etc.). Of those, 672 were women. For complete statistics, reference the Air Force Personnel Center demographics site.

Unlike many other professions, members of the military are not paid differently based on their specific job or even service. An enlisted E-3 is paid the same amount of money regardless if he is an Air Force aircraft mechanic or a Navy dental assistant. Pilots in the military, if they are the same rank, earn the same base pay regardless of whether they are in the Air Force, Navy, or Marines.

The pay tables for military members are public information, though they may be difficult to read if you don’t know what they say. As of 2015, a lieutenant just starting out in pilot training (as an O-1) would make about $2900 a month in basic pay. Housing allowances or other pays would vary by location, but would not be specifically related to his status as a pilot. On average, Air Force captains (O-3) have four to nine years of service ($5200-$5700 a month); Majors (O-4) may have nine to 20 ($6200a month or more). Navy promotion times are similar but not identical to those of the Air Force.

As pilots are officers, a pilot lieutenant makes the same amount of money as a non-pilot lieutenant–almost. Besides basic pay, there is “flight pay,” just as there are other special pays like “sea pay” in the Navy. This flight pay (see page 4 of the pay tables) varies based on how long a pilot has been flying; it is as low as $125 a month with less than 2 years, and tops out at $840 a month with greater than 14 years of aviation service.  At that point, it actually decreases with longer service.

For those that aren’t familiar with government payroll practices, government employees (which all members of the Air Force, Navy, Army, and Marine are) receive their monthly pay in two separate allotments–one on the first day of the month, the second on the fifteenth. If either of those days falls on a weekend or holiday, then the deposit into the member’s bank account is made on the last banking day prior to the holiday.

Dos Gringos is a duet of fighter pilots who have revived the genre of fighter pilot songs. Read about them in the articles on Fighter Pilot Traditions and Fighter Pilot Songs.

This answer sometimes varies, so it is best to refer to the official military websites for the most up to date answer.  The Air Force answer is in the Q&A section of its AirForce.com site, among its “general qualifications to fly.” Currently, you must meet your selection board before turning 28.

The precise pilot medical qualifications vary slightly depending on the situation. As a general rule, if you have no medical defects and are of average body height and weight, you’ll probably be pilot qualified (PQ). There are very tall and very short pilots, as well as very skinny and quite rotund fighter pilots.

Vision requirements for Air Force pilots are currently listed on the Air Force website as:

• Normal color vision
• Distant visual acuity to be not more than 20/70 each eye correctable to 20/20
• Meet refraction, accommodation and astigmatism requirements
• Corrective eye surgery could be a disqualifier

Note that final bullet — getting your own personal eye surgery may not be a good idea.

Some disqualifications can be waived, like poor vision, some color blindness, and minor health issues. However, waivers are granted for the convenience of the military, not because someone’s life long dream is to be a fighter pilot.  What that generally means is waivers are granted more frequently when there is a greater need for pilots, and less frequently when the military has more pilots.

There are reasonably good answers to this question on both the Air Force and Navy websites, including basic qualifications. The short version is:

1. Become an officer in the Air Force or Navy/Marines.
2. Apply and get accepted into pilot training.
3. Compete for a fighter pilot slot.
4. Complete the fighter portion of training.

There are no fighter pilots in the Army or Coast Guard. Marine Corps pilots wear Navy wings.

The Air Force and Navy have similar means by which you can become a fighter pilot. In general, you must first become an officer, either by attending one of the service academies, completing ROTC, or graduating from Officer Training/Candidate School (OTS/OCS). In most cases, just prior to your commissioning you will be able to request what your desired job will be. If you select and receive the opportunity to become a pilot, you will then have to attend Undergraduate Pilot Training (UPT).

You may get a “pilot slot,” but, in most cases, you will not know whether you will fly helicopters, heavies, or fighters until well into pilot training in both the Navy and Air Force (except in rare circumstances, or if you are a Guard/Reserve pilot).

(The Navy doesn’t technically fly “heavies,” per se, like the KC-135, though it does fly several large, non-fighter aircraft including C-130s (Marines), E-6s, and a variety of other patrol and cargo aircraft.)

Prior to UPT, you may have to attend a flight screening program.  The Air Force currently conducts Initial Flight Screening (IFS) at Pueblo, Colorado.

In the Air Force, you will have to complete the first 3-4 months of pilot training before your class is split into those who will fly fighters, heavies, and helicopters. Your ability to get the fighter track (T-38s) will depend on your relative class ranking, your instructors’ input, the needs of the Air Force (how many of each type of pilot they need), and the desires of your classmates. For example, if the Air Force needs more C-130 pilots than F-15 pilots, your class might get 2 fighter slots and 10 heavy slots. On the other hand, you could be ranked #10 in your class, but if the 9 guys in front of you want to fly heavies, then you’ll get the chance to fly a fighter.

If you do choose and receive the fighter track, near the completion of the T-38 course you will be given the opportunity to rank-order the fighters you would like to fly. The jet that you get will depend on your class rank, the input of your instructors, the needs of the Air Force, and the desires of your classmates (See a pattern?). For example, the Air Force may need 8 F-16 pilots but no F-15 pilots, meaning you won’t be able to get an F-15 even if its your first choice. It is also worth noting that the Air Force has alternately put bombers into/out of the T-38 track, meaning that you could complete T-38s and end up flying a B-52. The location of bombers (fighter vs. heavy track) has oscillated over the years. At one point, even UAVs were assigned out of the T-38 track.

After you graduate pilot training you will need to complete your survival training and pass the centrifuge. Your next course will be IFF, which is taught in T-38s.  After you graduate IFF, you will then go through the basic course (B-Course) for your fighter.

Once you complete the B-course, you will transfer to an operational unit. Depending on what jet you go to, you will then go through another 2 to 6 month upgrade. At the completion of that upgrade you will be a “Mission Ready” (MR) wingman, able to fly on the wing of a more experienced pilot into combat.

On average, in the Air Force it takes 2 years from the start of pilot training to being a “true” fighter pilot.

In the Navy, you attend Officer Candidate School (OCS) in Pensacola, Florida, followed by a six week “Air Indoctrination” course. Primary flight training follows (6 months at Whiting or Corpus Christi), and the split track occurs after initial flight training. Intermediate flight training builds on navigation, and advanced training is mission specific. Wings are awarded after advanced training. Pilots then go to Fleet Replacement Squadrons (FRS) to learn their specific aircraft.

For questions regarding Ed Rush’s Fighter Pilot Power Pack (an aid to becoming a fighter pilot), see this commentary.

The choice of schooling is truly a personal one. Both of the academies have good academic reputations. The “other” issues of the life of a cadet / midshipman (military, physical, etc.) can be daunting.  That said, it is likely that you will increase your chances of getting a pilot slot if you attend the Academy, but it is by no means guaranteed. Over the past several years, the number of Air Force Academy pilot slots has been equal to or greater than the number of physically qualified cadets who wanted to become pilots. Most years there have been more slots to fill than cadets willing to fill them.

Statistically speaking, you have a better chance of flying in the Air Force, given that there are more aircraft in the Air Force and thus more opportunities to fly. Still, that does not guarantee that you will become a fighter pilot.

Ultimately, the choice of higher education should be based on more than just your ability to get a pilot slot. If you are indifferent as to your college choice, the service academies may present more opportunities. If you dislike the idea of the military academies or you are leaning towards a particular civilian school, it is probably better for you to attend the school you would enjoy rather than “suffer” through years at the academy for the remote possibility it will give you a better chance at flying.

The likelihood of getting a pilot slot is dependent upon how many pilots the Air Force needs. Several years ago the Air Force had a pilot “excess,” rather than “shortage.” As a result, they culled their applicants with requirements for 20/20 vision, and they also favored USAFA graduates, which was one of the benefits of Academy attendance. Now, though, the Air Force has had such a need for pilots in recent years that virtually anyone (Academy, ROTC, OTS) who has wanted to get a slot could, assuming they were somewhat medically qualified. That may not always be the case. Like most things in the military, it will probably be cyclical.

Statistically speaking, the US Air Force Academy has more pilot slots than the US Naval Academy.

Apply for OTS when you have your degree or it is essentially assured (i.e., the summer before your senior year of college). You will be required to take the Air Force Officer Qualification Test (AFOQT) and the Basic Aptitude Test (BAT). A complete medical will follow. On the application there is a “yes/no” box next to a question that asks “if accepted for other than a pilot training slot, will you accept a commission?” If you really only want to be a pilot, then you should check “no.”

You will also need to get recommendations from at least 5 people not related to you that can attest to your character and desire to be in the military. You will be asked to appear in front of an interview board of officers. Good grades and desire/experience in aviation may work to your advantage. One applicant got his answer about a week after the interview. He was accepted for an OTS class date a month after graduation with a guaranteed pilot training slot–solong as he graduated on time.

Advanced classes in high school are not necessary, but they tend to make you a better academic student in college. This, in turn, increases your academic standing which makes it more likely you’ll be selected for a pilot slot.

For college, it has been said that those who are good at math, science, and engineering will make good pilots; however, there are probably just as many History and English majors flying fighters these days. The choice is more a function of personality than necessity. It is generally better to major in what you enjoy, because you’ll not only do better (thus, getting better grades and a better class ranking), but you’ll also have fun doing it.  Besides, if the whole fighter pilot thing doesn’t work out, you’ll have an actual degree to fall back on.

It is true that a mind that can comprehend engineering, math, and sciences may help you understand (and thus do better in) certain aspects of aviation. However, purely from a data point of view, your GPA is more important than the content of the major itself. Currently, you must have a GPA above 2.5 to become an aviator in the Air Force.

The links for the (Air Force) application processes are below:

OTS
ROTC (scholarships)
USAFA

Remember you can always attend ROTC, even if you don’t get a scholarship. You’ll still compete with the other ROTC cadets near graduation for the same jobs. You do incur a service commitment if you do the last two years (junior/senior) of ROTC, even if you don’t have a scholarship.

If you want to be a pilot, you need to get into one of the officer accession programs: USAFA, ROTC, or OTS. These all have application processes that will eventually require an interview. (This interview is not the same thing as “talking to a recruiter.”) Your basic qualifications (GPA, extracurricular activities, etc.) will stand on their own merits. The point of the interview is for an officer to get a sense of your “potential in terms of motivation, goals, leadership ability, communication skills, adaptability, and other qualities.” You need to approach that interview like it’s the most important job interview you’ll ever do. Your interview for Home Depot may determine whether or not you work this summer. This interview helps determine what you could be doing for the rest of your life.

For USAFA and ROTC, the application/interview will only get you into the program. Two to four years later, prior to your graduation, you will compete for pilot slots among your peers. There is no interview process then; it’s just a big computer in the sky determining who is the most qualified. (Part of that determination, though, is the input of your unit’s commander. They will rank their cadets at some point; if you’re at the top, it’s more likely you’ll get your choice. If not…) The down side of this means you will have a commitment in the Air Force before you know whether or not you’ll be a pilot.

For OTS, it’s possible that you could be offered an OTS slot with a guaranteed job, contingent upon your completion of OTS three months later.

The ROTC and USAFA processes can actually be begun online, and you should never have to talk to a recruiter.  For OTS, there does not appear to be an online option, and the listed point of contact is “your local recruiter.” Walk into their office and ask for an application to OTS. There’s no need to let them try to talk you into anything else, nor do you need to convince them of what you want. Just ask them how to start the application process. [If they’re honest, they’ll be more than willing to help you get what you need, and it shouldn’t be a problem.] You can call them back later if you have questions on the form, and you’ll probably have to go back for your interview.

“Tips” for the interviews:

• Get a haircut.
• Wear reasonable clothing (or your JROTC uniform, if it is appropriate).
• Sit up straight.

Have ready answers to the questions you know he’ll ask: (Write the answers to these questions out and practice delivering them. They don’t need to be memorized, but you need to have coherent, well thought-out answers that you can clearly communicate.)

• Why do you want to be in the Air Force? Why not the Army/Navy/Coast Guard?
• Why do you want to be an officer? Why not enlist?
• What do you want to do in the Air Force?
• Do you know what pilots do in the Air Force?
• You want to fly the F-22? Why? (Better have something other than “its cool.”)
• Do you plan on having a family? How many kids?
• Do you know how long pilots are deployed in the Air Force?
• Do you know what the AF is doing right now? (Hint: Read the news.)
• If you can’t be a pilot, would you be happy doing something else in the Air Force? What would that be?
• What do you think of dropping bombs and shooting missiles…at people?
• Do you want to stay in and make it a career?
• Where do you want to be in 20 years (a general officer, etc.)?

In a word, no, it is not required. However, having flight time or even a complete private pilot’s license could improve your chances of being selected in an otherwise very competitive process.  For one thing, it could be viewed as a demonstration of both your desire and ability to succeed in flight training. Private pilot training does begin to develop your “air sense,” and this can be an advantage in the early days of pilot training.  However, it is very likely that by the end of training, everyone’s performance will look largely the same.

It is also worth mentioning that the FAA recognizes military pilot training. That means that after you complete your military pilot training, you can go to the local FAA office, take a test or two, and get several FAA qualifications (including commercial and instrument tickets)–free of charge.

A few years ago, any of the following scenarios were quite realistic:

1. An aspiring fighter pilot is unable to get a pilot slot, so he becomes a navigator. A year or two later, because he has “air experience,” he is able to get a “second chance” to get a pilot slot, and his time as a navigator makes him very competitive.
2. An aspiring fighter pilot is medically unqualified to be a pilot but still qualifies as a navigator. After a year or two as a navigator, he is able to get a medical waiver to obtain a pilot slot.

The opportunities for the above scenarios are increasingly rare. This is largely because there are fewer and fewer navigators, as many are being replaced by computers.  In fact, the term “navigator” has essentially gone away and has been replaced by “combat systems operator,” or CSO, in most cases.

This means that in some cases the Air Force may be unwilling to let a CSO leave–unless the need for pilots is greater than the need for CSO. It is still possible to cross-train to become a pilot, but you should not view the CSO-detour as a primary path. If for some reason you can’t get a pilot slot but you can become a navigator, you do still “have a chance.”

Some people may have trouble getting into college (or the military academies), or they may get pressure from a recruiter to serve their country by enlisting. This is not the optimum way to become a fighter pilot.

Don’t get the wrong impression. There are many sharp troops, and the military would fail if it didn’t ride on the strength of the shoulders of its enlisted soldiers and airmen. The problem is that enlisted troops’ first priority is doing their job, and doing it well–it is not viewed as a “stepping stone” to a career as an officer. It’s not easy to get a college degree on the side, which is what some people think they’ll be able to do. If you have the option, it would probably be better to go to college on your own (paying your own way) than to enlist.

That said, if you do enlist or already have, there are some good options. The Montgomery GI Bill is an excellent way to get your college degree paid for–which is the first step to becoming an officer (and thus a pilot). (If you are offered the GI Bill option in basic training, though it may reduce your pay for awhile–take it.) The Air Force also has specific enlisted-to-officer programs, which include variations of the “Boot Strap” commissioning program and also reserved slots at the Air Force Academy. (See the “Leaders Encouraging Airman Development (LEAD)” program at USAFA.) Remember that you can’t have dependents if you want to go to the Academy, so you can’t be married (or divorced with dependents) or have kids, which may be easy to forget when you’re an independent adult as an enlisted airman.

Your best option is always to keep your commander and leadership informed of your desires. They want to see you succeed. If they know you want to become an officer, and you demonstrate your potential to them, they’ll help you in any way they can.

For questions regarding Ed Rush’s Fighter Pilot Power Pack (an aid to becoming a fighter pilot), see this commentary.