Frequently Asked Questions
- How long is flight school?
- What is SERE like?
- Should I buy a house while at Fort Rucker?
- Should I find a place to live before I arrive?
- What is the on-base housing like?
- Can I choose my aircraft?
- How much will I fly?
- How long after I arrive before I get to fly?
- I am afraid of heights. Will this be a problem?
- I am colorblind. Can I fly?
- I don't have 20/20 vision. Can I fly?
- How hard is flight school?
- Do you really have to memorize chapters 5 and 9 word for word?
- Can I choose who I fly with?
- Do Army pilots really get issued sunglasses?
- Can my family come with me to flight school?
- Can my girl/boyfriend come with me to flight school?
- What happens if I fail flight school?
- I'm already a rated pilot. Will that help?
- I'm already in the Army. How do I become a pilot?
- I'm not in the Army. How do I become a pilot?
- Do you have to go to college to fly?
- Which aircraft is the best?
- Do Apaches really break down all the time?
- What kind of helicopter will we fly during training?
- How many students per instructor can I expect?
- Do I have to purchase my own flight gear?
- How much studying should I do before I arrive?
- How hard is the AFAST?
- Where can I take the AFAST?
- What's the best way to prepare for the AFAST?
- I'm in a reserve unit. Can I fly Apaches?
- I'm in an active duty unit. Can I fly the Lakota?
- I want to join the Army to fly fixed wing aircraft. Where do I start?
- Will I receive travel pay while in flight school?
- Can I bring my vehicle to flight school?
- Can I bring my dog/cat to flight school?
- Will the Army pay for my move to Fort Rucker?
- How do I arrange transportation for my household goods to Fort Rucker?
- I am already a branch-qualified commissioned officer. Can I fly?
- What happens if I'm put on hold?
- What happens if I'm hurt in flight school?
- Where do I report upon arriving at Fort Rucker?
There is no solid answer to this question. Flight school can be as little as fourteen months and as long as two years. The average is probably around 18 months. Flight school involves a number of difference stages,
many of which have hold times (called bubbles) between them while waiting for students ahead of you to finish and open a seat. Every flight student must complete JOPD (1 week),
Dunker (1 week), SERE (3 weeks), BOLC3A (3 weeks), Primary (22 weeks), Advanced Aircraft (12-23 weeks, depending on aircraft), and BOLC3B (3 weeks). Warrant officers may also have to complete Warrant
Officer Candidate School (WOCS) and the Warrant Officer Basic Course (WOBC), and commissioned officers must complete BOLC1 and BOLC2. So, assuming you were to come for Blackhawks,
which has the shortest Advanced course, already completed BOLC and or WOBC before arriving, and hit absolutely no delays or bubbles along the way, you MIGHT get out in just over a year--this doesn't happen. Plan to spend
a couple months on hold at a time, at least two to three months throughout flight school. For certain aircraft, you may spend as long as five months on hold. When it comes down to it,
make the commitment to fly, then set graduation out of your mind and focus on the present, coursework, studying, and flying.
Almost all of SERE school is classified. Don't expect to find many answers here, but here are a few things that may help. Plan for life to suck, really bad, for a little less than a month. Keep
an open mind and a positive attitude, and you will take more away from the course--and you will learn more--than you ever thought possible. As many who are getting ready to attend the school do, you're
probably wanting to find out all you can before arriving. Strangely enough, doing that can actually hurt you. The course changes with each rotation, so reacting to what you THINK is happening because
you heard about it from another student may cause you to act incorrectly. There are also certain moments in the course where you will learn much more if you go in acting on your own instincts and
behaviors, rather than following someone else's advice. It gives you the opportunity to see if your techniques and ideas work (or fail miserably) in difficult situations, rather than just trying to "beat"
the course. One more thing... when you are given rules in the school, follow them explicitly. You wouldn't believe how many students get kicked out and have to start the misery over from scratch
because they thought they could get away with something stupid.
It's a hassle, the housing market is down, and you don't want to have to worry about trying to sell a house when you PCS. It's best to wait until you are somewhere a little more permanent.
YES! Start looking, particularly on the Internet, before you arrive. Also, most people's first reaction is to check Enterprise, the largest city within commuting distance. Enterprise is fairly close
to post, but the traffic on Rucker Blvd is terrible, and after you get on-post from the Enterprise, you have a ten minute drive to reach the main part of post. Your best bet is to
live in Daleville, which touches Fort Rucker's main gate and is close to everywhere you need to be. Don't look at Dothan; it's WAY too far to drive, especially when you have to be at flight line as
early as 0430 many mornings.
It's Army housing--take that as you will. The new units are quite nice, but typically, only existing residents in the path of remodeling are receiving those units. For W1s and 2LTs without dependents, it's
probably not a bad deal to live on post, but still look off-post in Daleville first. There are quite a few nice houses, townhouses, and apartments for rent that you should at
least consider first. Some of the off-base housing is pretty scroungy, and they take your entire BAH to live in it. Also, don't just rent something off the Internet. Always see
a property in-person before making a commitment. For anyone above that or without dependents, living off-post is a much better deal. FYI: Fort Rucker's housing is known for its roaches and maintenance
problems--that's Army housing for you. You've been warned.
For active duty Soldiers, aircraft choice is based on the Order of Merit List (OML), which is your class standing. It includes PT (big part), your check rides, and academics. However, the choices available
are based upon needs of the Army. Some classes may have only Chinooks to choose from, others, only Apaches. Most have a fair mix, with a few of each. For Guard and Reserve Soldiers, you don't have a choice.
You fly whatever the unit who sent you to flight school flies. Want to have a role in choosing...? Find a unit that flies the aircraft you want.
You'll fly around 50 hours in primary (Th-67) and anywhere between 50 (Blackhawk) to 100 (58D) during advanced aircraft training. You'll also do a fair amount of simulator time.
This depends on how much schooling you need before you start. For warrants, expect to do WOCS and WOBC. For new LTs, expect to do BOLC1 and BOLC2. AFTER those schools, you're looking at three to four months of
additional classes before primary begins. Three weeks in to primary, you'll take your 'nickel ride.'
It depends. Many pilots are afraid of heights, such as when standing on a building, but with the security of the airframe around them, don't feel the effects. It's hard to say. If you think it may be a concern,
spend $75 and get a half hour in a Cessna with a civilian instructor.
No. It isn't waiverable, and even if you find a way to get to Fort Rucker, they will eventually find out and send you home.
The Army requires 20/20 vision to fly without glasses. To enroll in the flight program, you must have at least 20/50 in each eye (must be correctable to 20/20) for your distant vision, and must still have 20/20 for your
near vision. After being accepted into aviation, rated pilots can have down to something like 20/400, as long as it's correctable.
This depends on the person. For those who absorb volumes information and can spit it out word for word, the oral exam part of flight school will be easy. For those who do great in school, academics will be
easy. For those who play a lot of video games, are meticulous, and have excellent coordination, flying MAY be easy. Really, on their own, none of the above in flight school are exceptionally hard. What makes
Army flight school so difficult is that all of the above are combined and applied at the same time. (e.g. instructor bottoms out the throttle to simulate an engine failure: you must fly the aircraft, properly execute an
autorotaion per the checklist you memorized, simulate a Mayday call, and simultaneously answer (from memory) the question the IP just asked you from back in week one aeromed academics.) That is what's hard.
No question. YES. Some will say just memorize the underlined parts word for word. That's not a bad place to start, but most IPs want more than that. Plan on memorizing ALL of chapters 5, 9, and later on, everything but
the checklists in chapter 8, word for painstaking word.
In most cases, no. Stick buddies are assigned by the IPs, based upon weight, in order to balance out the aircraft. However, on occasion, one will have a streak of generosity and allow a class to choose their
stick buddies. Don't count on it, don't ask for it, and above all, don't complain about it. Take what you get and make the best of it. Once you pass Primary and switch to instruments, some of those instructors
allow you to choose your stick buddy.
They do, which is pretty cool. All Army Aviators are issued a set of Ray-Ban type aviator sunglasses. A common misconception is that the glasses are for flying--this is incorrect. The glasses are not ballistic
rated--they are sunglasses, after all. Your flight helmet has clear and shaded flip-down visors for use while flying. The sunglasses are actually for wear during the day before night flights so your eyes can adjust
to the darkness more quickly.
Moving to flight school is a Permanent Change of Station move for both active and Reserve Solders. You are expected to bring your family (spouse, not parents) and all dependents with you.
You can bring them if you like, but the Army will not pay for them to come with you and you won't be able to stay on-post with them. Unless it's a long-term, serious relationship, this is strongly discouraged.
If the relationship is that serious, go ahead and get married before you get here. That way, your significant other will be paid to move with you (yes, the Army pays the time
and expenses of moving a family member), will be covered under Tricare insurance, and you'll get a significant increase to your BAH. Flight school is extremely demanding and
can be hard on relationships. The last thing you want is to fail a checkride and get kicked out of flight school because of a some drama with your significant other.
More than likely, you will be asked to make a list of choices for alternate branches. The Army will then choose one for you that matches its needs and potentially, your request. DO NOT fail out of flight school.
The good thing is, the Army wants you to become a pilot. As long as you show a desire to be in school and apply yourself, the Army will do the same for you in return and do everything possible to help you succeed.
If you already are a rated pilot, that's great. It may help very slightly in getting you selected for flight school (only because you apparently have a knack for aircraft) but it will not help you whatsoever, once
you arrive. In fact, it could hurt you. The Army has a very specific, very strict way it trains its pilots and how it wants them to fly. Any previous habits, good or bad, will have to be broken, because at Fort
Rucker, you will fly the "Army" way, like it or not. Another place it may help a bit is having some background knowledge on instruments and maps when you arrive at those phases of training. However, most of the
prior civilian pilots I've met say the Army training is much more in-depth, and much more difficult than anything they encountered on the civilian side.
If you're a commissioned or warrant officer, see the other question on this subject. For enlisted people, talk to a warrant officer or aviation officer recruiter.
Most aviation units will have one or both. You can also call a recruiter, retention NCO, or HRC and inquire into making the change. The best place to start is to visit
the Fly Army portion of this website.
The easiest way is to click here or any one of 'Fly Army' banners on this site. There's absolutely no obligation whatsoever. All we do is collect your information and forward it to
the Army's recruiting command with a great big note on it that says, "I WANT TO BE A PILOT!" If you just walk into a recruiting station, your average recruiter is geared
towards herding in enlisted personnel, not officers, and especially not pilots. They'll tell you it's best to be a crew chief or mechanic first, and you can make a transition
later on. While this isn't a bad route to go, if you really want to fly, you can come into the Army directly into the flight program. We'll send your information directly
to recruiting command, bypassing your local recruiter, and you will be contacted by a recruiter able to help you not just join the Army, but become an Army Aviator. The best place to start is to visit
the Fly Army portion of this website.
Warrant officers do not have a college requirement to join. Commissioned officers require a certain number of hours to apply and must complete a Bachelor's degree before making Captain. There are actually students
on Fort Rucker who entered Army aviation as Warrants directly out of high school.
When it comes down to choosing (or being given) an aircraft, you'll find that while they all have different missions, all Army aircraft are exceptionally cool. I have yet to meet a pilot who doesn't love what
he/she flies. The Apache has lots of power and big guns; the 58D goes doors-off between buildings and still has some guns; the Blackhawk is the most versatile and one of the most reliable; the Chinook is the most
powerful, biggest, and fastest. Which one's best? Who can say? The real question is, which one is best for you... Choose the type mission you want to fly, and you've just chosen the best aircraft for you.
In the flying community, every aircraft has its positives, and each has its nicknames and jabs. For the Apache, most jokes are about maintenance. As with most jokes, there is an element of truth, and with the
Apache being one of the most complex pieces of electronic equipment in the Army, there are a huge number of things that can go wrong. One little black box gives an error message, and you're grounded until it can be
resolved. That being said, Apaches fly thousands of hours a year, accomplishing successful hundreds of missions a month.
During Primary, Instruments, and Basic Warfighting Skills, you'll fly versions of the TH-67, which is basically the Army name for the Bell Jet Ranger 206 helicopter. It's pretty much your standard news/EMS helicopter.
In the classroom, expect anywhere from 1-2 instructors per 25 students. On the flightline, generally, you'll have one IP for each stick buddy team.
The Army will issue you everything you must have except for name tapes, rank, unit patches, and green (aviator) t-shirts. There are a couple things they don't
give you that will make life much easier, though, namely flash cards and study guides. We offer a variety of
flashcards and study aids on this site, but if you are getting ready to actually begin classes,
your best bet is to pick up our TH-67 Grab 'n Go Kit. The kit gives you all the flash cards and
study materials you'll need to make it through Primary, and you'll also be certain to have the latest version of all the materials. There's one additional
item the Army doesn't provide you. For some reason, you are issued a big box of books at the start of school. They give you everything you need (and a bunch
you don't need) except for one manual. Anyone's guess as to why it isn't provided, but when you start instruments, the FAA Instrument Flight Handbook (IFH)
is the basis for almost every day's homework and reading assignement, but you don't receive a printed copy. Your instructor will give you a copy on CD or you
can download it from our resources section, but it's easiest if you have a hardcopy. We sell two versions of the IFH, a
miniature and
full-size version. The contents of both are exactly
the same, but the mini version will fit in your helmet bag--we suggest that one. The last item we suggest is to pick up a commercial kneeboard. The one the Army
issues is large and awkward. We suggest picking up your own kneeboard--not online--you need to hold them, try them out, and find one that's right for you.
The smaller, the better. You don't need a bunch of extra attachments or flaps. Generally the hard work surface plus a single side pocket is pretty good.
Don't worry about a clock mount or anything like that either. You can add one to your board once you start instruments. Remember... simpler is better.
The more of Chapters 5, 8, and 9 from the TH-67 Operator's Supplement you are familiary with, the better. However, you'll have several months after arriving before you will ever get near a helicopter. You can always use that
time to learn it. Your best bet is to pick up some of our TH67 Flash Cards and a study guide or two. Don't necessarily try to learn all the Emergency Procedures
(EPs) and Limitations from the flashcards just yet. Without knowing how the helicopter and engine work, most of the flash cards will be very confusing, and
without any context to put the knowledge in, some find it very difficult to memorize the cards word-for-word. Think of it like trying to memorize flashcards
in another languange. The best thing to do is to get familiar with what's on the flash cards. Try to learn them, but don't worry too much about verbatim
memorization too early on. Try to memorize too many, too early on, and you'll probably just get discouraged. You'll be amazed home much easier it is to
memorize them after you know what they mean. If you don't know what all the following terms mean: N1, N2, TOT, IMC, VMC, PA, you're probably not quite ready
for verbatim memorization. Also, here's a big tip. Before you actually begin flight school, don't even put a moment's time into any EP or Limit with IFR, IMC,
or (I) in it. These are for instrument flight only, and you won't even look at them for 10-12 weeks AFTER you begin flying. Last note: if you buy materials
early on, be sure to make sure you still have the latest version before classes begin. The Army manuals are updated periodically, so there could potentially
be minor changes to the reference materials between when you bought your guides six-eight months before flight school and when classes begin.
The AFAST itself isn't that hard. However, some of the items are time-based and require some familiarity with the format. It is strongly suggested you buy a book and take at least one timed practice test before you
attempt the real thing. If you pass with a mediocre score, you can never retake it. If you bolo it on the first go-around, you only get one more chance to try, and that's after a six month wait.
Almost an Army Education Center should offer the test. You may need a memo from your Commander authorizing you to take it.
Buy a book with a practice test in it. Beware of crappy books. There are a few that are no good at all. There is one, in particular, that is really good. (Beware of the yellow and black one.)
There are only two combat arms units in the Army Reserve. All the rest have been pushed to the National Guard. The good news is that those two remaining combat arms units are both Apache Attack Helicopter
units. One is at Fort Knox, KY and the other is at Fort Hood, TX. If you live near either of those places, you just might be able to land yourself an Apache seat.
For the most part, the Lakota is being fielded to National Guard units. However, rumor has it that a few LUH's may be going to the National Training Center and JRTC for the active component to use. Either way,
you won't be able to get Lakota training in flight school. Presently, this is a transition-only aircraft for existing pilots rated in other aircraft.
The Army doesn't typically train fixed wing aviators from scratch. 99% of all Army fixed wing pilots are existing rotary wing pilots who transitioned. If you want to be a fixed wing pilot, start by getting
into Army aviation... as a helicopter pilot.
Flight school students attend in Permanent Change of Station (PCS) status, not Temporary Duty (TDY) status, and thus, do not receive travel pay, except for the days where the move is physically occuring.
Yes, and you will absolutely need one. If you have a friend coming at the same time, it is still a good idea to have your own. The chances of you both being on the same schedule are extremely remote.
The on-post housing allows pets, as do many of the rental properties around Fort Rucker. However, if you are coming unacompanied (no family), take into consideration that you will be keeping very long, and
very unusual hours. Some flight line days last from 0430 until 1600. During SERE, you'll be gone continuously for almost a month. A pet is one more thing to worry about in a very busy time.
Yes, the Army pays all your moving expenses to Fort Rucker. The partial Do-It-Yourself (DITY) move is the best way to go if you have a lot of stuff, such as a house, family, etc. With the partial DITY, the
Army sends a moving company to pack, load, ship, and unload all your stuff at no charge to you. Then, they pay you food, lodging, mileage, and a certain amount per pound for everything you bring yourself. It
works out to be a pretty good deal. If you're just out of college or don't have much stuff, a full DITY move is usually best. The Army pays you to bring all your stuff.
Every large Army base has a housing relocation office (may also be called Joint Personnel Shipping Office). Call or visit the closest one, and they will get you started.
For Active duty Soldiers, branch transfers are almost unheard of, but not impossible. Your best bet is to contact an aviation branch manager at HRC and ask how to transfer. Count on the first 10 people you talk
to telling you that branch transfers are either not possible or not allowed. Don't take no for an answer, and keep asking people until you find someone who says yes. For Reserve and Guard officers, the process is even
more involved. First, you have to find a unit who is willing to accept you, has open slots, and the big one: is willing to foot your bill for flight school. The 'big' Army pays for your first Officer Basic--for branch-qualified
officers in the Reserve and Guard, the Army won't pay for another Officer Basic, such as flight school. You have to find a unit who is willing to pay your flight school bill out of their annual budget. If you can find
a unit willing, you're in a good position. Now, contact the branch reappointment officer at HRC and follow the active duty instructions. One of the greatest tests in becoming an Army
aviator is making it into the program. Your persistance and tenacity about getting will speak volumes about if you have the personality and drive to make it as an Army pilot. If you want it, really, really want
it, you CAN get in. A good place to start is to visit the Fly Army portion of this website.
Every pilot in training at Fort Rucker spends at least some time on hold, more often than not, most spend a total of several months on hold throughout the process. Once on hold, you'll become very familiar with
the terms CDO (Casual Duty Offier) and SLDO ([crappy] Little Detail Officer). Both are synonymous for doing nothing but PT every morning and reporting for accountability, sitting behind a staff duty desk somewhere,
and working on funeral details. It's boring. It sucks. It's the price of a ticket to fly an Army aircraft.
If the situation is likely to resolve itself or heal within a reasonable amount of time (generally a year or less), you will be placed on medical hold until you recover. If your injury, illness, etc. is serious
enough that you are not able to return to flight status, you will be moved to a different branch or chaptered out of the Army.
Upon arriving at Fort Rucker, your very first task is to report in. Unfortunately, most people's orders don't specify where. They just say, "Report to
Fort Rucker, 0800 hrs, date. If you are arriving at Fort Rucker for flight school, you need to report to building 5911, the 1-145 AVN Battalion
Headquarters. You need to go up to the second floor to the battalion Student Management Office (SMO). Be sure to bring 7-8 copies of your orders with
you, and they will guide you through the rest of the process from there.
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