FAQ

How does a job in the Coast Guard compare with a job in the Navy?
I served in both the Navy and the Coast Guard, so I think I can answer your question.I enlisted in the Navy on September 26, 1997, went through MEPS and then to boot camp in Great Lakes, IL. While there, I chose AT (Aviation Eletronics Technician) as my rate. Then, I transferred to Pensacola, FL for my AT training. Next, was my “FRAMP” school in Jacksonville, FL, where they taught me H-60 specific avionics systems repair.I’ll insert some advice here: Never. I repeat, do not ever fill out an end-of-course survey honestly, even if the instructor only flips through the training guide for 5 minutes, saying, “you won’t need that…or that… or that… OK, let’s go golfing,” and that’s how 80% of your “training” goes while you waste 3 months of your life.If you do decide that your ethics are important and answer the questions with the truth, be prepared to sit (stand at attention) in front of the school Senior Chief and explain that your moral compass is more important than his performance review and that of the instructor.Oh, it also turns out that that gaff follows a person. Be prepared to do everything but what you are trained for when you reach your command. Instead of fixing avionics, you will be the only person you went through training with that doesn’t work in electronics until about a month before your enlistment is over. However, you can still advance in rank, even though you spend the first year selling candy and coffee from the geedunk and then the next two marshaling, washing, servicing, and inspecting the aircraft in the line department.Ok. Back to the question, “How does a job in the Coast Guard compare to a job in the Navy…So, my terminal leave from the Navy began on September 10, 2001. Between boot camp and that time, I went around the globe twice, flew in a C-3 from Bahrain to a trap on the Carrier USS Abraham Lincoln (CVN-72), I managed the line department on the flight deck (after working for two months in the galley, washing dishes and waxing the decks), and I visited 6 countries learning about and how to appreciate many different cultures and people, I became a Shellback, then a Golden Shellback, and flew from the Carrier to the “beach” in an H-60, with the command Skipper.The short time I actually worked in avionics, when I need to get something from the aircraft, say access to a radio, I had to enlist the help of a Mech (AD) to remove the 10 Phillips head screws securing the access panel, so I could remove and replace the radio, then ask a mech to replace the panel after QA finished. If it wasn’t an electronics system, I couldn’t touch it, even as an E-5.As my enlistment ended, 9/11 happened. I was told to go home while I still could. I drove back to Ohio and got a job managing a medium size hotel for 7 months before I decided I wanted back in the military, but wanted to stay away from the Persian Gulf. (I’m not a person who enjoys 130° F temperatures at night.)I decided to join the Coast Guard, because I’m a pirate at heart. The recruiter sent me up to Detroit, because that was the closest base with helicopters, to do a “rate determination interview,” to show I could keep my rank. After a 5 minute discussion followed by me teaching the AVT1 differences between the H-60 and H-65, he sent his recommendation for me to keep my rank.My recruiter let me choose where I wanted to go, so I chose St. Petersburg, FL. I reported to the air station a day early and my sponsor (the guy assigned to show me around the command) asked me what the hell I was doing there and then told me to go home until it was time to check in. I didn’t understand his logic, but that was the first difference I noticed… on time was no longer late.The next day, I officially checked in. It seemed laid back in some respects, but mostly corporate. I spent a few weeks in the avionics shop, then a couple in the line department, then back to the avionics shop. Eventually, I ended up in the NVG cave, performing maintenance for the command’s night vision goggles. At one point, I helped develop the Coast Guard’s NVG training and maintenance program.This is where the primary difference comes in. The entire Coast Guard Aviation population is about the same as the population of one underway Navy carrier. My primary responsibility was to maintain NVGs, but I still worked on all avionics maintenance evolutions and inspections.I was expected to earn my aircrew wings (certification—something I could only do in boot camp or A-School in the Navy) and become a collateral duty QA inspector. Often times I would be involved in an engine or gear box change and I was laughed at the first time I asked a mech to remove an access panel for me.My deployment were no longer in a floating city or the desert. We spent a few weeks in the Bahamas every few months.One stark contrast between the two was what I call, “battle mentality.” In the Navy, as a petty officer, junior personnel were accountable to me as I was accountable to my senior petty officers, chiefs and officers. I was required to dole out rewards and discipline, albeit lower level. If one of my guys was messing up I could dress him down, and then we’d move on, probably getting a beer together later.The one time I counciled an E-2 in the Coast Guard (I was an E-5 at the time), he went to the Warrant Officer after and I ended up standing in front of the Command Senior Chief, explaining my actions. That was the first official negative entry into my jacket. Remember how I said earlier that the Coast Guard has a corporate mentality. This is an example.I gained a lot from each service. I learned much about the world and my management style in the Navy. My time in the Coast Guard, taught me politics. And I got to fly in some pretty important rescue and interdiction missions.Tl,dr-If you are trying to choose between the Navy and the Coast Guard, figure out if you want to do shitty jobs in shitty parts of the world, but see many amazing places and meet lots of amazing people or if you want to make a difference at home and learn valuable technical skills, while putting up with the stigma of joining the “lesser branch of the military.”As an aside, I never had time or motivation to take college courses in the Navy, but I had plenty of both in the Coast Guard.EDIT 1 - for clarity
Is it necessary to be a graduate for filling out the admission form for the Indian Coast Guard?
Depends!If you wanna apply for officer cadre, You shall be a graduate and the eligibility is as per the advertisement published on the website.And for Navik entry, 12th pass is mandatory.However for domestic branch, the qualification is 10th pass as shown below.Goodluck!
How do I fill out the yearly percentage in the Indian Coast Guard AC application form when we have a CGPA?
Depends on wjich standard you are applying for10th = cgpax9.5Gradiation = cgpax multiplying factor.In some colleges it is 9.5,9,10 depends on colllege
How do I fill out the educational qualification section of the assistant commandant application form in coast guard (01/2019 batch)?
U should be Bachelor of science hieght166 wt 50 and pass ur exams
What are the differences between the branches of military? I just want my son to be in a good position for a civilian job or college when he leaves the military.
My dad had a lot of reserves when I wanted to join at 20 and asked for the same information.Marines- bad ass mother fuckers. Your son will never be the same again, in a good way. He’s not likely to gain many employable skills for the civilian world, but he will always be a Marine. He’s very likely to be deployed into hostile areas, but he’ll embrace that. Quality of life is low but a happy Marine is one that's complaining.Army- quality of life is also low. There are better skills to be picked up for transitioning back into the real world. Again, very likely to be deployed and/or stationed in an armpit. People are typically less intelligent in the Army.Air Force- best quality of life. Best food. Most funding. Best technical training for careers which usually come with a high security clearance. Depending on his chosen job, he's likely to have a cushy life. Deployments are in hotel rooms with cleaners, AC, and internet. HIGHLY RECCOMENDED.Navy- second best technical training for a career. Quality of life Is decent if you're not stationed on a ship, but even then it's better than the Marines and Army. It's relatively safe but expect your son to cuss like a motherfucker, have some dumb tattoos, and develop a slight drinking problem. He’ll see some awesome places and appreciate little things in real life a lot more.Coast Guard- a lot like the Navy but you CANT choose your job. It's not a good branch for career development. You also get the least amount of respect in the Coast Guard. I don't reccomend the Coast Guard at all.I was in the Navy as a weatherman (AG) for four years, stationed on an aircraft carrier. Now I'm an E5 in the Air National Guard (3D0x2) as a Network Administrator just so I could upgrade my security clearance.Whatever branch he chooses he will still get college paid for when he's out and like $2,000 a month for rent while he's in school. He’ll be a better person and will be a veteran, which is one of the most closely knit groups of people I've ever seen.You should sit down with him, give him a beer, and ask him what he wants to do after his service. Use that to choose a job, not what's safest or easiest.
How did US helicopter pilots in Vietnam become so amazing? How much was by training versus through experience?
Prior to becoming a Marine, I served in the U.S. Army and eventually became an Army Aviator. As such, I served as an attack helicopter commander in both air cavalry and attack helicopter units during, and post, the “Vietnam-era,” and having served, and flown, with many, many outstanding fellow Army Aviators, warrant and commissioned, I offer the following analysis:It was a combination of the two (training and experience) coupled with the unique way the Army prepared and integrated its aviation assets into the ground combat environment.First, was a rigorous, and intense, very by-the-book (procedures, checklists, briefings, etc. verbatim) initial entry flight training which specialized from “Day 1” into producing a competent tactical helicopter pilot right out of flight school. While different aircraft (the Hiller TH-23 and the Hughes TH-55) were used for “Primary Helicopter School” at Ft. Wolters, TX, all initial entry rotary-wing Army Aviators were trained in the UH-1 (during most of the war) at the “Army Aviation School” at Ft. Rucker, AL. Instrument training was in the UH-1B with the “Contact” and “Tactics” phases being in the UH-1D or later UH-1H. A distinguishing feature of Army flight training over Naval and Air Force initial pilot training was that whenever an Army Aviator graduated from the Army Aviation School and received his “silver wings” as an Army Aviator, he was fully qualified as a “combat ready” UH-1D/H pilot and proceeded directly to an operating Army Aviation unit.In contrast Naval (Navy, Marine Corps, and Coast Guard) Aviators and Air Force Pilots receive their “wings” at the end of their “advanced” training phases of pilot training but then must still proceed to “Replacement Air Group (RAG)/Fleet Replacement Squadron (FRS) for Navy and Marine Corps Aviators, or equivalent “follow-on” post-graduate pilot training for the Coast Guard and Air Force to become qualified in the specific aircraft they would/will fly in the “fleet,” or Coast Guard or Air Force operating forces, respectively. So, the Army had the “luxury” of focusing only on helicopter flight training, and specifically in the advanced phases of Instruments, Contact, and Tactics training, its new pilots trained in the same type of aircraft they would fly in combat. (Other types of Army aircraft, specifically attack and cargo helicopters, and fixed-wing aircraft, such as the OV-1 and CV-2, were considered “advanced” aircraft and generally a pilot had to complete at least one “tour” in a UH-1D/H unit before selection for transition to the AH-1, CH-47, or CH-54, or the fixed-wing qualification, “Q” course.)Secondly, Army Aviation tactically was integrated into the ground battle plan and Army Aviation units (particularly UH-1D/H “Assault Helicopter Companies/Battalions”) were often organic to the Army divisions and brigades they supported. Tactically, Army helicopters were operated more as “flying tactical vehicles” rather than as purely “aircraft.” Meaning that they were generally operating from forward airfields and the crews were living in very austere conditions, very similar to their Army ground combat brothers. This lent itself to a very loose style of somewhat individually-tailored tactical flying and procedures that was extremely adaptable to the ground situation and flexibly responsive to the ground commander’s needs and requirements.A third factor was the Army, realizing that modern “helicopter warfare” would require literally thousands of more pilots than its traditional commissioned officer structure could support, made the “strategic” decision to massively increase its already existing “Warrant Officer Flight Training” (WOFT) program. While the Army and the other services had warrant officer pilots before the Vietnam-era (famously beginning with the Army Air Forces “Flight Officer” program during the Second World War), they were the “exception rather than the rule.” So, the Army began enlisting highly-qualified civilians (as well as accepting current and prior-service enlisted members) into its WOFT program. Many successful applicants were new 17 and 18-year old, high school graduates who displayed (confirmed by stringent testing and screening evaluations) an aptitude for flying as well as a potential for appointment as an officer. Essentially, these “high school to flight school” applicants had to meet, or even exceed, the same basic intellectual and aptitude scores (again as verified by testing) as well as meet the same physical/medical/psychological standards and moral/legal/security background requirements as did commissioned officer/bachelor’s degree holding flight school applicants. (A program very reminiscent of the former Navy, Marine Corps, and Air Force “Aviation Cadet” programs.)After completion of Army Basic Combat Training (for those who had not already done so) the new WOFT applicants proceeded to Ft. Wolters, TX to enter Primary Helicopter School (PHS) along with their commissioned officer fellow flight students. At the formal beginning of the program enlisted students, who were not already E-5s or above (some were already as high as E-8), were administratively promoted to Specialist Five (E-5) as a “Warrant Officer Candidate” (WOC) and began the six weeks of “Warrant Officer Preflight Training,” (WOPT) which was the first phase of what was then the equivalent of the Warrant Officer Candidate School. After successfully completing WOPT, the students (still WOCs) entered flight training, side-by-side, with their officer cohorts. Primary Helicopter School had two main phases, Phase I taught the new helicopter pilots the basics of helicopter flight up to roughly the same level of proficiency as required for an FAA Private Pilot Certificate with a Rotorcraft-Helicopter rating, Phase II increased that skill level to approximately that of a Commercial Pilot. Transferring to the Army Aviation School, meant Phase III – Helicopter Instrument Rating, and culminated with Phase IV – “Contact” (Pilot qualification in the UH-1D or H) and “Tactics” practical application of employing the UH-1D/H in simulated combat/tactical conditions and missions.Approximately nine months after beginning WOPT, the WOCs received Honorable Discharges from the Regular Army as enlisted soldiers and the next day received warrants appointing them as a Warrant Officer One (W-1) in the U.S. Army Reserve with immediate orders to active duty in the Army of the United States to fulfill a three-year active duty officer service obligation. The following day the new warrant officers, as well as their commissioned officer fellow graduates, were all awarded their Army Aviator wings, picked up their FAA Commercial Pilot Certificates, with Rotorcraft Helicopter and Helicopter Instrument Ratings (as long as they had taken and passed the optional FAA competency examination to earn one—most people did, a few didn’t care since FAA certificates are not required for military pilots), and then proceeded to their next duty station—most often, but not always, the Republic of Vietnam, viz, South Vietnam.In operational units most of the pilots were warrant officers (WO)/chief warrant officers (CWOs) (i.e., upon promotion to W-2, the warrant officers became “chief” warrant officers, CW2, and were “commissioned”), which at the time, ranged from CW2 up to CW4. (There is now CW5.) The CWOs served as aircraft commanders, flight leaders, instructor pilots, standardization instructor pilots, instrument flight examiners, post-maintenance check pilots, aircraft maintenance officers, etc. while the “traditional” commissioned officers (lieutenants and above) filled “normal” command and staff officer positions as section leaders, platoon commanders, and company operations, executive, and commanding officers, and as battalion staff officers, etc.This meant that the average Army UH-1D/H helicopter in the Vietnam-era was being piloted by perhaps a 21 to 23-year-old CW2 as the aircraft commander with a 19-21-year-old WO1 as his co-pilot. This is very young, especially considering that the average operational pilot in the other services is an O-3 (there being more Air Force and Marine Corps captains and Navy and Coast Guard lieutenants in their services’ operational flying units than there are O-1s and O-2s), who is typically going to be at least 25 to 26 years old before promotion to O-3, and in a two-pilot aircraft, such as are most military helicopters, it is not unusual for the senior pilot to be an O-4, or even an O-5.So, the highly programmed nature of Army initial entry rotary wing pilot training, specializing in the UH-1D/H, coupled with the rather adaptive and flexible nature of Army tactical helicopter operations, as being doctrinally employed more as “flying tactical vehicles” than as “traditional aircraft,” and the comparatively quite young and less highly formally educated (BA/BS degrees not required) warrant officers, less traditionally trained as military officers (no service academy, ROTC, or OCS/Officer Branch Basic Course qualification or training), made significant differences between Army Aviation and the aviation of the other services, These young warrant officer aviators were not as “rigid” in their attitudes and thinking as were their commissioned officer counterparts. Resulting in a somewhat “Wild West” culture among Army Aviators perhaps not unlike what one may imagine was true of service in the horse cavalry regiments serving in the American West during the “Indian Wars” of the 1800s.“Above the Best” (motto of Army Aviation) and “This We’ll Defend” (motto of the U.S. Army)
U.S. Coast Guard: How do coastguards search for and recover bodies of individuals swept out to sea?
US Coast Guard search operations for persons in the water (PIW's) utilize software from a program called SAROP's which takes in historical water current patterns, on scene weather/winds/currents, time of day/illumination level, size of person, what the person is wearing, whether or not the person has a flotation device and the type of aircraft or vessel doing the search. Once on scene a Coast Guard asset can deploy a data marker Bouy which can then be relocated its drift can then be used to better create a search pattern. The amount of time the Coast Guard will search for a PIW depends on the water temperature and what the PIW is wearing. A PIW with a flotation device in the Caribbean might survive a couple of days while a PIW near Alaska with no survival gear will be hypothermic in under an hour. The success of these searches largely depends the accuracy of the time/location of where the person fell off the vessel/washed out to sea. If the original information isn't very accurate then the search plan will be an educated guess. In most cases the Coast Guard doesn't search for bodies. A search action plan will be executed through such a time as it would be reasonable to expect the PIW to still be alive. Also of note a person with a 406 emergency positioning radio beacon (Epirb) will be found very quickly also a person with a strobe light at night or a mirror during the day is very easy to locate if we are in the general vicinity!