To clear up some of the USMC explanations...
- WO or CWOs do not pilot aircraft in the USMC. As others have explained, they are shit-hot prior NCOs with a specialty. While all officers in the Marine Corps have a specific specialty (MOS), all are expected to have some limited capability to be a jack-of-all-trades and will almost always spend some time in a career-broadening tour (
outside their MOS). Conversely, Warrant Officers almost always stay
in their career path and MOS. For the aviation side that means as an avionics officer, ordnance officer, or involved in maintenance control and maintenance supply. Similar specialization on the logistics, administration, and infantry side of the Marine Corps, though my brethren who have spent more time with their feet on the ground can elaborate and/or correct me on that one.
- From my discussions with Army aviators, the CWOs do indeed get to do the majority of the flying for the Army and don't have to spend as much time stuck behind a desk. I don't know about the 'resign their commission' thing. On the USMC side the pilots do all the flying (maintenance check flights, specialized missions, etc) but as an Army Blackhawk pilot once told me, most of those special mission quals tend to fall to the CWOs simply because of their greater amount of flight time and thus familiarity with the aircraft. As explained to me, most tactical missions are still led by one of the O-x guys. It wouldn't surprise me if operational necessity sometimes mean that that statement isn't a strict rule.
- Crew chiefs and aerial observers in USMC crewed-helicopters (everything but the AH-1W/Z) getting a little bit of stick time isn't something that's
strictly legal, but it does happen at times. (Watching what I say of course
) For some of the reasons mentioned (one of the guys in the front incapacitated or seriously injured) it could be beneficial to have the extra person capable of helping out up front. Especially in a large cockpit like the 53's where most of us simply can't reach all the way from one side to switches on the far side of the other pilot, having someone else familiar with radio operation and some of the switchology, or at least being able to hold the aircraft straight and level, could be beneficial. Though I think if the situation is that bad then the guys in back are assholes & elbows too. Another good reason might be as a morale boost. I think an excellent reason is to give the CC/AO an understanding of just how sensitive the controls are in such a big ass aircraft. When the crew chief is calling the aircraft over a load for an external lift and wants the aircraft another 2' to the left, newer pilots can have a hard time not over or undershooting; it helps keep everyone's frustration level down when we all know just how hard a time the other guys are having (like the crew chief with his face in the hole getting balsted by sand trying to make those calls!).
- As Ballah said, there isn't any rank limitation for prior-enlisted officers. If I remember correctly, LtGen Dake was a mustang (former CG MCCDC, a few years back). Usually just comes down to how long the person wants to stick around. Things change though, and depending on when LRflip's family were in, there may have been incentives or limitations at that time for folks to get out if they didn't make a certain rank by a certain number of years. That occassionally happens in order to meet Congressionally mandated personnel levels. Limited Duty Officers (LDOs) are another case which is an off-shoot of CWOs, but that's a very small number of people and not worth a few more long sentences unless someone is REALLY curious.
Probably more information than most of you wanted or cared about...
S/F
Bender
