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T-6A maintenance issues have contributed to slower pilot certification.
Faced with a chronic pilot shortage and further affected by an inability to produce enough aviators to fill the gap, the U.S. Air Force has overhauled its initial pilot training program again by looking outside the service.
Air Education and Training Command (AETC) last fall implemented a new model, sending student aviators to pilot training schools for fundamentals before they undergo undergraduate training. The change puts young flyers through intensive training on basic airmanship, instrument and multiengine flying competencies at FAA Part 141-certified schools before they go to Air Force bases to start training on the Beechcraft T-6 Texan II.
- The service expects to meet its goal in 2027
- Students become FAA-certified ahead of military training
Under this new Initial Pilot Training (IPT) model, AETC expects to increase its training total from approximately 1,300 per year to the needed 1,500 by 2027 to help chip away at the pilot shortage that has long been at about 2,000 fewer than needed. The approach is not only for future U.S. Air Force aviators—international students assigned to the Euro-NATO Joint Jet Pilot Training Program also will participate.
“If we scale this, and the plan comes to fruition as we think it will, this will be the new way of doing undergraduate pilot training, and this approach will yield us the 1,500 pilots a year,” AETC Commander Lt. Gen. Brian Robinson says.
Under the IPT program, students first headed to the Brunner Aerospace flight training program in Texas and the University of North Dakota Aerospace Foundation program, located in Arizona. Embry-Riddle Aeronautical University in Prescott, Arizona, also took an initial small group of tryouts.
The Air Force paid tuition for the students, who underwent training first in aircraft such as Cessna 172s, Piper Archers and Diamond DA40s for single-engine operations and then on Piper PA-44 Seminoles and Diamond DA42s for multiengine training.
The service’s main requirement, in addition to the Part 141 certification, is that the pilots fly aircraft with modern, glass avionics to prepare them to fly newer aircraft like Lockheed Martin F-35s and Boeing KC-46s.
Students are assigned to the schools for 140 days and receive 110 hr. of training to build that “strong foundation” before being assigned to an AETC base for military-specific training on T-6s, says Brig. Gen. Matthew Leard, AETC director of plans, programs and requirements. At an AETC base, pilots fly about 55 hr. in the T-6 before going through either fighter and bomber training in the Northrop T-38 or to mobility, special operations or rotary wing-specific instruction.
The Air Force developed the IPT in part to lessen the stress on the T-6 fleet, which was challenged under the previous training model amid maintenance and reliability issues. This has contributed to a backlog of pilots and required the Air Force to send would-be pilots to other assignments, such as studying at the Air Force Institute of Technology, as they wait for training slots.
While overall T-6 flying hours per student will be cut significantly, the students will accumulate more overall flying time with the initial phase.
“This is where we’ve been challenged . . . [in] getting enough flying hours in the T-6 to actually get roughly 1,500 pilots a year through that,” Leard says. “So as we [approached] this we looked at . . . the things we really need those flying hours to focus on—military instructor pilots, military aircraft. Let’s have the flying hours and instructor pilots focus on that. And then what are the things we don’t need them to focus on? It’s basic airmanship, instrument procedures [and] navigation. And then, where are those really readily available [for] high-quality training?”
Pilots training to fly mobility aircraft, such as airlifters and tankers, will receive multiengine training only with the PA-44s and DA42s before being assigned to a tanker, such as the KC-46, or airlifter like a Boeing C-17. The service is retiring the Raytheon T-1A Jayhawk, which had been used for multiengine training.
Seven classes were in the pipeline under the new program as of March. The Air Force expects it to scale up all its training by 2027, and more schools will have the opportunity to bid on service contracts.
Robinson says the IPT results have been positive, with the bulk of students performing at a quality higher than under the previous method. So far, one student pilot washed out, and another quit. The AETC has been able to reduce the number of student pilots awaiting training.
“We’ve been able to move fast by using those [schools], and we’ve learned a lot about what we want the long-term contract to look like,” Leard says. “At the end of the day, this is an integral part of our future pilot training pipeline, and we’ve got to make sure that we get this right.”
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Comments
Go back to the 1960's/1970's. Somehow, during the Vietnam War, the Air Force was able to produce about 4,000 pilots per year, and they were all highly qualified. With the 240 hour program of T-37 primary trainers and T-38 supersonic advance trainers every UPT graduate was qualified to fly any aircraft in the USAF inventory, fighter, transport, bomber. Pilots focused on basic airmanship, stick and rudder skills. Long gone from the syllabus are difficult but learning experiences like four-ship acrobatics, heavy-weight single engine landings, point-to-point navigation. The 240 hours in the air are significantly reduced, and pilots are getting wings halfway through what was the program for earlier generations.
And they were able to fill the ranks with highly motivated candidates in what was considered a magical, exhilarating profession with a four-year obligation, not a seemingly life-long ten-year indenture that scares away too many.
This demise started when some four-star genius decided to split the training pipeline with separate paths for fighter and transport pilots. A friend suggested that the first thing they should do at UPT bases was to set up two O Clubs. In the nearly thirty years since, a once highly effective UPT program has eroded with each new "solution" to the increasing pilot shortfalls. More time in simulators than in the air. More focus on pilots as system monitors in magical glass cockpits than treating an aircraft as an extension of yourself.
Now that the Air Force is being ordered out of wokeness and diversity to focus on the mission and lethality, maybe some general, although himself probably winged in the post-SUPT era, can restore the UPT program to its long past successful days, and more young men (and women now) can slip the surly bonds.
America's Air Power begins here, say the posters at UPT bases.
Go back to the basics, and fly and fight.