December 22, 2015:
The U.S. Air Force leadership has finally relented and agreed to allow NCOs (sergeants) to be UAV operators. Officers will still be heavily used but, as the air force has discovered since 2001, there are not enough officers available who are capable or willing to be UAV operators. As a result the thousand UAV operators the air force currently has is being overworked and leaving the job, and often the air force as well, because of the heavy and intense workload. The only way to ease the strain is to obtain a lot more operators and that can only be done if NCOs are allowed to operate UAVs.
Until recently the air force had hoped that higher cash bonuses would solve the problem but it didn’t. The air force was hoping that the $35,000 a year in bonus for air force pilots who volunteered or were persuaded to serve as UAV operators would work but it did not. Many in Congress expressed reluctance about just throwing money at the problem, especially when there was a proven and cheaper solution for this; allow enlisted (sergeants) airmen be used to operate UAVs and allow them to make a career out of it. The air force used to do this, during World War II when it was still part of the army. But that was changed during World War II and the air force refuses to consider going back to what worked in the past, even though it works fine for the other services and some other countries.
Congress had been advocating the use of NCOs, mainly because of the results of a recent investigation on the matter. This GAO (Government Accounting Office, the investigative arm of Congress) effort interviewed and surveyed a representative sample of UAV operators and found that UAV operators were overworked and the air force was unable to get as many as it needed. This meant that existing crews had to work longer hours (60 or more a week). This caused a lot of stress. UAV operators each spend about 1,200 hours a year controlling UAVs in the air, versus 450 hours for army helicopter pilots and even less for air force pilots in the combat zone. The problem is that UAV operators (all of them pilots of manned aircraft) get none of the enjoyable aspects of flying (operating a jet, especially a fighter) and a lot more of the drudgery (constantly monitoring instruments and what is going on below). Operators did report that the air force had addressed a lot of the earlier problems (poor training, loss of career opportunities, especially promotions). The main problem was that few officer UAV operators wanted to be UAV operators. And those few who did choose it as a career were just as worn down by the grind as everyone else.
UAV operators are a growing segment of the pilot population. By 2013 UAV operators were nearly nine percent of all air force pilots, triple the percentage in 2008. The air force is unable to get enough manned aircraft pilots to “volunteer” to do a three year tour as a UAV operator and cannot train non-pilot officers fast enough to be career UAV operators. A lot of pilots are getting out of the air force in part because of the prospect of another three year tour with UAVs. At this point UAV operators leave the air force at three times the rate of pilots of manned aircraft. Worst of all, UAV operators are not shown the same respect as pilots who go into the air aboard their aircraft. The obvious solution, allowing NCOs to be operators of the larger UAVs was unacceptable because air force leadership has long been very hostile to that idea. Despite the GAO study, the head of the air force continued to insist that all UAV operators be pilots. But a growing number of air force officers became aware that a lot of air force NCOs could handle this job and that NCOs in the other services had long been doing just that. So in late 2015 the air force brass finally relented and now hundreds of air force NCOs will soon become UAV operators and over the next few years thousands will. .
Until 2015 only the army allowed enlisted troops to handle larger UAVs. It was no secret that U.S. Air Force NCOs were eager for this kind of work and often are better at it than officers who are experienced pilots of manned aircraft. This is believed to be caused by the fact that operating a UAV is more like using a consumer-grade flight simulator game than flying an actual aircraft. The NCOs often have lots of experience with video games and get better the more they actually operate UAVs. This is especially true with the widely used U.S. Army Raven.
Most of the army operators use the small (2 kg/5 pound) Raven UAV, which provides platoons, companies, and vehicle convoys with aerial reconnaissance. The Raven training only lasts 80 hours but this tiny UAV was designed for ease of use. It takes about five times longer to train operators for larger UAVs like Shadow and Predator. The air force points out that the largest UAVs, like the Global Hawk, can cross oceans and require a high degree of training and skill. But it's much more dangerous to fly a Raven within rifle range of enemy troops and keep the little bird alive long enough to get the video feed needed to win the battle. Many of these army Raven operators are very, very good, mainly because they have hundreds of hours experience operating their UAVs while under fire. Few air force UAV drivers can claim this kind of experience.
Another argument in favor of NCO pilots was the fact that most special operations troops (Special Forces, SEALs and pararescue) personnel are NCOs. These troops undergo much more strenuous selection and training than pilots and are quite satisfied with being an “operator” all the time without any mandatory detours in the name of being “well rounded.” The air force leadership is not swayed by this, for them there is something undefinably wrong about putting NCOs in the pilots seat.
Commanders closer to the action believe NCOs could do the job and that would eliminate the shortages and morale problems with officers doing it. In large part this is because of expectations. NCOs know what they are getting into and consider operating UAVs as a step up and a rational career choice. This is nothing new and the controversy over NCOs or officers being pilots began at the start of World War II, when the army air force (there was no separate air force yet) and navy both had enlisted pilots. These men were NCOs ("flying sergeants" or "flying chiefs" in the navy) selected for their flying potential and trained to be pilots. Not leaders of pilots but professional pilots of fighters, bombers, and whatnot. Officers trained as pilots would also fly but in addition they would provide the leadership for the sergeant pilots in the air and on the ground. This worked quite well and many countries continued using NCO pilots throughout the war.
The “officer only” began in the United States during World War II as the Army Air Corps changed into the mighty AAF (Army Air Force, 2.4 million troops and 80,000 aircraft at its peak). Back then the capable and persuasive AAF commander general Hap Arnold insisted that all pilots be officers. Actually, he wanted them all to be college graduates as well, until it was pointed out that the pool of college graduates was too small to provide the 200,000 pilots the AAF eventually trained. But Arnold forced the issue on officers being pilots and the navy had to go along to remain competitive in recruiting. When the air force split off from the army in 1947, the army went back to the original concept of "flying sergeants" by making most pilots "Warrant Officers" (a sort of super NCO rank for experienced troops who are expected to spend all their time on their specialty, not being diverted into command or staff duties).
Many air force pilots envy the army "flying Warrants" because the Warrant Officers just fly. That's what most pilots want to do; fly a helicopter or aircraft, not a desk. But a commissioned officer must take many non-flying assignments in order to become a "well rounded officer." Many air force pilots don't want to be well rounded officers, they want to fly. So a lot of them quit the air force and go work for an airline. But often they stay in the air force reserve and fly warplanes on weekends and get paid for it. This is considered an excellent arrangement for the many pilots who take this route.
Unlike the traditional "pilot and crew" arrangement for aircraft, larger UAVs, like the Predator and Reaper, are operated by a team. Typically each of these UAVs is attended to by a pilot and two sensor operators (NCOs), who monitor what the cameras and other sensors are picking up. Because a Predator is often in the air for 24 hours at a time, and is often flying over an active battlefield and is looking real hard for specific stuff, the "crew" has to be changed every 4-6 hours to avoid fatigue. Moreover, each Predator unit might have several UAVs in the air at once. The new software means that eventually each shift will need only one pilot for up to four airborne Predators and up to eight sensor operators. The pilots also operate the weapons, if any of the Predators are carrying missiles. But most of the time Predators fly missions without using missiles. That is less the case with the larger Reapers, which are considered combat aircraft because of the large range of weapons they can carry (including smart bombs).
The core of all this is the fact that software is replacing a lot of pilot functions and, eventually, taking the place of human pilots. Many larger UAVs already have the ability to take off, follow a predetermined course, carry out a mission, and then land, all by itself (or "autonomously"). One can make a case for officers being in charge here but as commanders of the autonomous UAVs, not their operators. This is the ultimate solution and probably one reason why the air force keeps insisting that UAV pilots be officers. Flight control and pattern analysis software takes a lot of the work out of operating a UAV. The pattern analysis software can spot what is being looked for on the ground and is rapidly approaching the point where it does the job better than human observers. Thus the future is seen to be officers commanding several UAVs, each largely “operated” by software. Each officer would then be assisted by one or two NCOs to help deal with any situations requiring human intervention. The trouble is that sort of software is not here yet and not be for another five or ten years. In the meantime the air force brass were forced to do the unthinkable and return the World War II practice of using NCOs as pilots.