What Happened/What is Happening to Meet the Air Force's Fighter Pilot Needs?

Does the Need for Fighter Pilots Continue?

Barış Pehlivan wrote an article titled "They will pay the price" in his column in Cumhuriyet on September 14, 2022. After July 15, he discussed the situation of former military pilots who returned or were forced to return to the Air Force Command due to the need, and the lawsuits filed against the Ministry of National Defense by about 100 pilots who do not want to return. Based on this article, let us look at the situation of military pilots from as broad a perspective as possible.

Why do military pilots want to become civilian pilots?

As a source of trained pilots for all countries, all military pilots (including pilots of the Gendarmerie General Command, Coast Guard Command and Turkish National Police) who leave/retire from the army continue to serve as civilian pilots in civil aviation in airlines, business jets, flight schools, etc. This is the optimum solution for the national economy of each country, enabling the utilization of trained resources. 

Why do the majority of military pilots leave early/don't want to wait to retire?

Salary difference 

Although this difference is variable, the private sector can offer an airline pilot an average salary of 7-10.000$, whereas the State does not want to give it due to personnel policy and other balances. 

Note

In this sense, while pilot salaries were improved after July 15, at the same time, airline companies, especially THY, started to lay off pilots due to the pandemic and started to make compulsory salary reductions, inevitably, a balance was achieved in military and civilian pilot salaries. However, now, as the need for commercial pilots has increased again after the pandemic, the gap between airline companies' salaries and military pilot salaries has started to widen. This situation is seen as a development to their detriment by pilots who have been forced to return to the Air Force.

Lifestyle Difference

A military pilot is first and foremost a soldier. They are subject to strict rules and discipline. Aside from the invaluable values such as friendship and camaraderie provided by the military environment, it is difficult to be a soldier. Being a military pilot is even more difficult. 

More Opportunities Offered by Civilian Life

Airlines give the pilot the opportunity to live in the city of his/her choice (Istanbul, Izmir, Antalya, etc.). Social life is rich. Financial opportunities are high. It offers favorable conditions for the family (good schools for the children, finding a suitable job for the working spouse) and environment (high standard house, car and other amenities).

Challenges of Military Life

Difficulties such as having to be assigned and relocated every 3-4 years (such as being assigned to Diyarbakır while living in Balıkesir), difficulties in finding suitable schools for children, not being able to find suitable jobs for working spouses, and in some cases having to accept the break-up of families (living in separate cities) are inherent to military service. 

A Regulatory, Competitive and Highly Uncertain Professional Life

The competitiveness of professional life (career building, staff exams, exams for permanent assignments abroad) challenges pilots whose only duty is to fly their airplanes at first. They flounder between a competitive life and civilian life. 

Military rules and disciplinary requirements are expected to be followed. This is an additional source of stress for military pilots, as non-compliance will be dealt with according to the Military Penal Code and disciplinary regulations.

Due to the obligation (out of necessity) for older pilots to work at headquarters, military pilots who have a life focused on flying develop "headquarters phobia". Military pilots do not want to be involved in tasks such as writing articles, organizing reports, attending meetings, etc., which seem boring to them from one point of view. 

The uncertainty of rank (whether to become a General or not) after becoming a Colonel causes pilots to question things like "I wish I had left earlier, I suffered the system, we couldn't become a General, what am I going to do now?". Pilots who do not want to go through this prefer to transition to civil aviation as soon as they complete their compulsory service, at the earliest rank.

For military pilots who think that they will retire for some reason and then transition to civil aviation, this may come relatively late. Retiring in the 50s may mean losing the right to become a captain in civil aviation. Therefore, waiting for the right to retire may cause a disadvantage for military pilots in terms of civil aviation. They face more financial losses.

How did the Air Force used to ensure the retention of its pilots?

With the compulsory service practice, military pilots continued to stay in the system for at least 15 years. Pilots were paid higher salaries than other aviation officers serving in air ground classes, and pilots were encouraged to become pilots. In the Air Force, "privileges were given to the pilot class" in the criteria for becoming a staff officer and general in the professional career line.

What were the Technical Problems Before July 15?

Due to the rule of separating those who marry citizens of certain countries, separation was made even if the pilot himself did not want it. Some pilots, on the other hand, could abuse this rule and resort to arranged marriages in order to separate themselves. 

In every pilot training examination, those who did not meet the criteria in the Turkish Armed Forces (Pilot Training) Health Regulations were separated. Very few of them were made transportation pilots instead of fighter pilots if they met the requirements. Those who did not meet the criteria were given the right to compulsory separation. If the pilot wished to continue as an airline pilot, he was given the necessary convenience, but the majority of the pilots who were separated because they did not meet the requirements of the health regulation were subject to a different pilotage criterion upon entry to the airlines, so they could continue to work as pilots in civil aviation without any problems.

TAF Health Command was slow in reorganizing the health regulation. The Air Force Command, which suffered the most from this regulation, had problems in making the necessary changes. 

There were also pilots who abused the health regulation. For example, pilots who gained excessive weight might consider it "necessary" to take themselves out of the system in order to have more comfortable living conditions as soon as possible.

Prior to July 15th, Deliberate Failures/Applications

This compulsory service period, which was previously 15 years, was reduced to 10 years with an amendment to the Turkish Armed Forces Personnel Law in 2012. As it was later understood, those associated with FETÖ continued to remain in the Air Force. Taking advantage of this, the majority of other military pilots chose to leave for their own self-interest. This was the biggest break in the system at that time. It had as much negative impact as "July 15th".

The introduction of subjective criteria such as "partisanship and affiliation" in the selection process, which gave more "elite" rights to those who stayed in the Air Force, such as becoming a staff member, being appointed to key positions supporting professional advancement, and being transferred abroad, led other pilots who were not affiliated to the Air Force to despair in their professional careers. It has become a reality that staying in the profession as a military pilot and being promoted has lost its appeal for those who do not "meet" these subjective criteria.

The fact that the higher authorities and commanders knowingly/unknowingly turned a blind eye to the organization's foot-dragging (expectations of personal gain, thinking it was real, being convenient, etc.) also dashed the hopes of military pilots who were still low in rank. The lack of support from trusted elders and the "refusal to accept the warnings of commanders who insist on playing the game according to the rules" eventually led some military pilots to decide to leave early. Some of the moves that were understood to be linked to the organization were as follows: 

a) Conducting irregular eliminations in pilot training examinations, and the "silence" of the TAF Medical Command and the Air Force Command Headquarters on these eliminations

b) Failure or inability to make minor amendments to the health regulation during pilotage examinations, using this regulation as an excuse to disqualify pilots who are approaching the limits in terms of health,

c) TAF senior management's failure to find a solution to the use of the health regulation as a weapon against pilots and initially adopting the approach of "let the regulation be followed".

d) Forcing those who had inappropriate images taken through secret filming, who had or allegedly had inappropriate relationships in terms of the culture of the TAF, who committed disgraceful crimes (according to the military penal code) or who were allegedly accused through unsigned letters and social media to leave, some with real and some with fabricated crimes.

e) Separations through cases such as Sledgehammer, Ergenekon, Military Casusluk.

What are the Developments After July 15th?

After July 15, students in all grades at the Air Force Academy, which is the main source of military pilots, were expelled without discriminating between guilty and innocent. Therefore, for the first time in its history, the Air Force Academy could not produce new graduates for 2-3 years. Now, with the measures taken, the old system has undoubtedly been put back on track. It is a pleasing practice that more military pilot candidates are being trained every year compared to the past. The problem for the defense of the country has been eliminated. 

In order to meet the need for pilots, Air Ground Officers who were of suitable age and health, and officers of the rank of Lieutenant, First Lieutenant and Captain, who had previously been disqualified on the grounds of education or health, were given pilot training in Çiğli as if they were newly graduated lieutenants. This made it possible to recruit a considerable number of pilots.

When the candidates who were enrolled in military pilot training among university graduates who wanted to become officers were not successful, the project had to be abandoned, albeit not with a definite record. At this point, it was also seen that the habits such as endurance, perseverance, perseverance, competitiveness, taking care of one's body health, and regular exercise, which are acquired over time with the notion of military service in military high schools and military academies, are of great importance for military pilot training. As a military/civilian pilot who is well acquainted with both trainings, I have to emphasize here that civilian pilot training has incomparable differences with this training. 

Former military pilots working in civil aviation companies, institutions and organizations were encouraged to return voluntarily, but this was not enough. There was a need for a large number of former F-16 pilots. For this reason, a compulsory return system was introduced over time. They were taken back into the organization on condition that they served as pilots for at least 4 years. Then I think it was made 6 years. In the end, only F-16 pilots were obliged to serve in compulsory recalls. In voluntary recalls, the door was opened to all pilots. 

Compulsory service for all pilots (including those returning) was increased to 21 years. In this context, the age-eligible ex-military pilots began to be called back for compulsory service. Some of them were also included in the mobilization system and were subjected to short trainings. 

What is the Current Situation?

The new problem that is developing is the following: Some of those who voluntarily/forcedly returned to the system have fulfilled the conditions to return to civil aviation. Some pilots are about to finish their compulsory service period.

Some of those who were compulsorily recalled have forced their health conditions in a negative way (such as excessive weight gain) in order not to return. Some of them fled Turkey by finding jobs in airline companies abroad. In the meantime, those who did not respond positively to the compulsory repatriation had their civilian pilot licenses valid in Turkey suspended. The issue of around 100 pilots in Barış Pehlivan's article is important in this respect.

Military pilots, who entered the system by accepting 15 years of compulsory service upon entering the Air Force Academy, are now faced with 21/23 years of compulsory service, even though they have completed this period (not legally appropriate). In the meantime, there are lawsuits filed by the Ministry of National Defense against pilots who make themselves ineligible or flee abroad.

The courts are ruling in favor of the "State" or such a perception has been created in the society. Let us cite the following court decision as an example:

"It is understood that the country's need for trained and experienced pilots cannot be met, that the training of new pilots requires time and high costs, that the period of obligation was extended by the legislator in this context, that the fight against terrorism continues inside and outside the country, and that the plaintiff's service is also needed."

Although it may not be legally accepted, the decision of the courts seems correct to me in terms of "necessity".

Former military pilots who are forced to return and/or who do not want to return but prefer to fly abroad can say the following: "Before July 15th, FETÖ did not harbor us in the Air Force through various foot games in the system. After July 15th, the State called us back at the expense of disrupting our living conditions and living standards abroad. We have been victimized twice..." 

What is the right thing to say?

What can be done to improve the situation in the coming years?

Among the military pilots who return to the system compulsorily/voluntarily, those who are Colonels can be given the right to become "civilian contract pilots". Their salaries can be made equivalent to THY pilots. Those who prefer this path can be given the right/guarantee to work until the age of 65 (as long as their health permits) like civilian pilots.

Flight training in Çiğli can be provided by civilian contracted instructor pilots who prefer to stay in the system. The normal military pilots here can be used in more effective missions in the continents, as fighter pilots. 

For mobilization and pilot combat readiness refresher training needs, organizations such as TAI and THK can be authorized. Former military pilots can periodically receive refresher training at such organizations at Air Force standards and under Air Force supervision, without being "demilitarized". Additional rights can be granted to pilots who choose this path.

Turkey has sufficient resources to train civilian pilots. There is no need for military pilots in civil aviation as much as in the past. Military pilots can be encouraged to stay in the system through incentives (the right to work wherever they want, the ability to work as a civilian pilot, flexibility in working hours). Even if not for today, it is necessary to do this for the sustainable future of Turkish military aviation. Instead of palliative and compulsory solutions, it is necessary to make military piloting a preferred profession for life. This should be seen as an urgent solution (along with other possible evaluations and recommendations) for the security and defense of the country.