U.S. Air Force aeronautical ratings are military aviation skill standards established and awarded by the United States Air Force for commissioned officers participating in "regular and frequent flight", [n 1] either aerially or in space, in performance of their duties. USAF aeronautical badges, commonly referred to as "wings" from their shape and their historical legacy, are awarded by the Air Force in recognition of degrees of achievement and experience. Officers earning these badges and maintaining their requirements are classified as rated officers and receive additional pay and allowances.
The first U.S. military aviator ratings were awarded in 1912, and the issuance of badges for recognition of the award began in 1913. The division of ratings into multiple skill levels and categories began in 1914 and expanded during World War I. With minor variations in numbers and titles of ratings, the system remained largely unchanged until 1940, when the current system of pilot ratings was introduced. During World War II, as many as 19 aeronautical ratings were recognized and awarded by the Army Air Forces, but most were discontinued after the war when the USAF came into being.
USAF ratings gradually expanded until seven categories and 21 ratings exist currently. The most recent change added the RPA (Remotely Piloted Aircraft) Pilot rating, effective 13 December 2010. Although in much smaller numbers, enlisted personnel were historically eligible to be rated until 1949. Since the later 1950s, highly-trained enlisted personnel, along with officers whose duties do not include flying, are recognized by the awarding of Air Force Occupational Badges.
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For all categories of aeronautical ratings, to be eligible for the rating and to wear the appropriate badge, an officer must be medically qualified to fly and also be qualified by flying status proficiency. Certified flight officers who develop medical conditions that disqualify them from flying are classified DNIF (Duties Not Including Flying). DNIF may be temporary or permanent. Officers placed on permanent DNIF status are either cross-trained into another career field, or separated from the Air Force, depending on the severity of their medical condition.
The Astronaut "qualifier" is awarded only by the Air Force Chief of Staff for rated officers formally qualified to perform duties at least 50 miles above the earth's surface and who have participated in at least one operational mission, and has a distinctive Astronaut Badge, consisting of a "shooting star" qualifier device superimposed on their rated badge.[1]
The seven categories of aeronautical ratings, as authorized by Title 10, U.S.C. 8691, are:[2]
From the Aviation Act (40 Stat. 243), 27 July 1917:
"That officers detailed in or attached to the aviation section of the signal corps may, when qualified therefore, be rated as junior military aviator, military aviator, junior military aeronaut, and military aeronaut... Provided further, that any officer attached to the aviation section of the signal corps for any military duty requiring him to make regular and frequent flights shall receive an increase of 25 per centum of the pay of his grade and length of service under his commission."[4]
Aeronautical ratings were established on 23 February 1912, by War Department Bulletin No. 6, as a new measurement of pilot skill.[5] Before that time most pilots of the Aeronautical Division, U.S. Signal Corps soloed by the "short hop method" (also known as "grass-cutting"), in which student pilots, flying alone, learned to handle airplane controls on the ground, taxied in further practice until just short of takeoff speeds, and finally took off to a height of just ten feet, gradually working up to higher altitudes and turns. The practice resulted in the first pilot death only a month into training. At least three of these pilots had been previously instructed by Glen Curtiss at North Island field, California. Concurrently, two pilots (Henry H. Arnold and Thomas DeWitt Milling) were instructed by the Wright Brothers and certified by the Fédération Aéronautique Internationale (FAI) in July 1911.
To establish formal standards of certification, the Army created the Military Aviator rating and published requirements on 20 April 1912. The first rating was awarded to future General of the Air Force Henry H. Arnold, on 5 July 1912.[6] The first rating requirements were:
War Department General Order No. 39, dated 27 May 1913, certified 24 officers including Arnold as "qualified", and authorized issuance of a certificate and badge. A number of designs for the badge were considered before the War Department chose a design of an eagle holding Signal Corps flags in its talons, suspended from a bar embossed with "Military Aviator", and had the dies manufactured. A group of 14 aviators still detailed to the Signal Corps was recommended on 29 September 1913 to receive the badge, and the two gold proofs were issued 16 October 1913, to Captain Charles DeF. Chandler and Lt. Thomas D. Milling, both of whom had also received the first ratings with Arnold on 5 July 1912. All 24 officers certified by G.O. 39, or their survivors,[n 6] were eventually issued the badge.[8]
In 1914, Congress established the Aviation Section, U.S. Signal Corps, replacing the Aeronautical Division. Two levels of qualification were specified in War Department Bulletin No. 35 on 4 May 1914, with aviators below the rank of captain rated as Junior Military Aviator and those captain and above rated as Military Aviator (limited to 15 by law). Similar ratings were created for the lighter-than-air branch of aviation, termed Military Aeronaut. Ironically, the change automatically reduced the ratings of all 24 existing Military Aviators because of a prerequisite of three years experience as a JMA before becoming eligible for MA. None re-acquired the rating (and its additional 25% increase in flight pay, called the "aviation increase") until 1917. By then the Army had in place a policy of awarding aviation-rated lieutenants and captains who flew "regularly and frequently" the rank, pay, and allowances of the next higher grade.[9]
The Military Aviator badge was replaced on 22 June 1917 by authorization of a new embroidered "wings" badge, the first sketches of which are attributed to Arnold. An additional rating, Reserve Military Aviator, was created on 3 June 1917 for all pilots rated during World War I, when all ranks and grades were temporary.[n 7] The aviation increase (flight pay) included increases in pay of 25% for each of the higher JMA and MA ratings. An RMA rating for balloon pilots was also created,[10] as was the rating of Observers applicable to either branch, bringing the total number of aeronautical ratings to seven.[9][11]
After the creation by executive order in 1918 of the Army Air Service by executive order, a standard wings-and-shield design for the rating badge, still in use, was created by Herbert Adams of the Federal Commission of Fine Arts and approved on 25 January 1919.[12] Army regulations regarding ratings underwent a major revision by the Director of Air Service on 16 October 1919. The RMA rating was officially changed to Airplane Pilot (although usage of the RMA terminology continued until 1920), all observers were termed Aerial Observer, and ratings of Enlisted Pilot, Dirigible Pilot, Aerial Gunner, and Aerial Bomber were created. Among the new ratings, a 50% aviation increase was authorized for the enlisted pilot and 25% for all the others. The new ratings, however, proved to be only a demobilization expedient and lasted less than nine months.[13][n 8]
In 1920, when the Air Service was made a statutory combat arm of the Army, the differentials in flight pay ended, standardized at 50%. The policy of awarding rated officers a temporary advancement in grade was also terminated. The eleven ratings were reduced to four: Airplane Pilot, Airplane Observer, Airship Pilot, and Balloon Observer.[n 9] Officers holding Reserve Military Aviator/Airplane Pilot, Junior Military Aviator, and Military Aviator ratings were considered qualified as Airplane Pilots, while those holding Military Aeronaut and Balloon Observer ratings were deemed qualified as Balloon Observers. Officers with the remaining two ratings re-qualified automatically.[14][n 10][15] In 1921 the Air Service authorized the wearing of 3.125-inch ratings badges made of oxidized silver in lieu of embroidered badges.[9]
In 1921 the Air Service also revised its pilot training program, adopting the "A Plan", which divided pilot ratings between Junior Airplane Pilot (completion of primary training, normally an enlisted rating) and Airplane Pilot (completion of advanced training).[16][n 11] The bulk of new pilots were acquired from the enlisted classification of "flying cadet", with achievement of a JAP rating making a cadet eligible for advanced pilot training and commissioning. However some older Air Service officers without flying experience, but requiring a rating to remain in the Air Service, acquired a JAP rating, including Chief of Air Service Maj. Gen. Mason Patrick.
In 1924 the Tenth Annual Report of the National Advisory Committee for Aeronautics, submitted by President Calvin Coolidge to the Congress, reported:
"The Air Service has 845 officers with rating as airplane pilots, airplane observers, airship pilots, airship observers, or balloon observers. In addition about 51 enlisted men have the rating of airplane pilot, junior airplane pilot, or airship pilot."[17]
In 1926, the new Air Corps discarded the A Plan in favor of the B Plan, which awarded only a single rating, Airplane Pilot, requiring completion of all phases of year-long, three-school (Primary, Basic, and Advanced) flying training course.[18] The Airship School closed in 1928 for economic reasons, ending all increases and replacements in airship ratings. The Air Corps Act of 1926 mandated that 90% of all Air Corps officers be rated, and that for reasons of economy, by 1929 at least 20% of tactical pilots had to be enlisted men. However the requirement was so utterly impractical it was circumvented by the Air Corps with the tacit approval of the War Department. There were only 38 rated enlisted men in 1930 (about 4% of all pilots), and nearly every enlisted graduate was being commissioned to decrease deficits in rated officers.[19]
In 1936, Maj. Gen. Frank M. Andrews, commanding the GHQ Air Force, promulgated a policy requiring newly-minted pilots to spend a year flying single-engined aircraft and accruing 750 logged flight hours as a prerequisite to becoming a bomber pilot. Seven years and 2,000 logged hours qualified a pilot as an "airplane commander". In 1937 the Army formalized the requirement, creating a new advanced rating of Military Airplane Pilot, requiring 12 years as a rated pilot and 2,000 hours of flight time.[20] The rating of Airship Pilot was discontinued at the same time and that of Airship Observer incorporated into Balloon Observer, leaving the Air Corps with five ratings.[21][n 12]
Between November 1939 and March 1940 pilot ratings were revised to the permanent three-tier system with objective standards that exists today, with a total of eight ratings overall.[22][n 13] Graduation from Advanced Flying School was required to be rated a Pilot;[n 14] ten years service and 1,800 hours of military flight for Senior Pilot rating;[n 15] and either 15 years service with 3,000 hours, or 20 years service with 2,000 hours, to become a Command Pilot.[n 16] For both advanced ratings, hours as a pilot or navigator (a specialization then performed only by rated pilots) were calculated at 100%, but military flight hours in any other capacity were calculated at a 50% rate.[12][23] On the date that the Senior Pilot rating became effective, the Air Corps also divided the former Airplane Observer rating into that of Combat Observer and Technical Observer.[n 17]
Navigator was recognized by the United States Army Air Forces as a rating and authorized its own badge on 4 September 1942, one of a number of new wartime ratings that included Bombardier, three classes of auxiliary pilot ratings, and enlisted aircrew ratings. Combat Observer was renamed Aircraft Observer. All of the wartime ratings except navigator were discontinued by the USAF on 26 July 1949,[12] and as of 2011 navigator is also being phased out. Although observer ratings were also discontinued at the same time, the Observer title was revived in 1981 when a rating was created for otherwise unrated officers who completed NASA mission specialist training.
Flight Surgeons were rated and received the "aviation increase" between 1918 and 1920. The rating was discontinued in 1920, however, and flight surgeons as a military profession were neglected by the headquarters of the successive Army air arms until late in 1939.[24][25] In July 1940 recommendations of a board of flight surgeons appointed by Gen. Arnold were adopted, standardizing ratings requirements as:
The Flight Surgeon rating received its own distinctive gold badge on 3 March 1942, which was changed to the standard oxidized silver wings in 1944 to avoid confusion with naval aviator badges.[27]
| Pilot Badge |
The USAF awards pilot ratings at three levels: Pilot, Senior Pilot, and Command Pilot, to active duty officers and to officers considered as "rated assets" in the Air Force Reserve and Air National Guard (i.e., the Air Reserve Components). Rating standards apply equally to both fixed-wing and helicopter pilots.
The following additional criteria are required to be rated as a USAF pilot:[28]
| Rating | Basic requirement | Flight time | Alternative flight time |
| Command Pilot | *15 years as rated pilot, and *Permanent award of senior pilot rating, and |
3000 total hours, or | *2300 hours primary and instructor flight, or *144 months Operational Flying Duty (OFDA) |
| Senior Pilot | *7 years as rated pilot, and *Permanent award of pilot rating, and |
2000 total hours, or | 1300 hours primary and instructor flight |
| Pilot | *Graduate of USAF pilot training program, or *Graduate of other US military pilot training if ordered by USAF, or *Graduate of other US military pilot training if equivalent to USAF program, or *Graduate of helicopter training in other US military and |
400 hours primary and instrument flight 400 hours in rotary flight time and instrument qualification |
| RPA Pilot Badge |
The USAF awards remotely piloted aircraft (RPA) pilot ratings at three levels: RPA Pilot, Senior RPA Pilot, and Command RPA Pilot, to active duty officers and to officers considered as "rated assets" in the Air Force Reserve and Air National Guard (i.e., the Air Reserve Components).
The following additional criteria are required to be rated as a USAF remotely piloted aircraft pilot:
| Rating | Basic requirement | Flight time | Alternative flight time |
| Command RPA Pilot | *15 years as rated RPA pilot, and *Permanent award of senior RPA pilot rating, and |
3000 total hours, or | *2300 hours primary and instructor flight, or *144 months Operational Flying Duty (OFDA) |
| Senior RPA Pilot | *7 years as rated RPA pilot, and *Permanent award of RPA pilot rating, and |
2000 total hours, or | 1300 hours primary and instructor flight |
| RPA Pilot | *Graduate of USAF RPA pilot training program, or *Graduate of other US military pilot training if equivalent to USAF program |
400 hours primary and instrument flight |
| Combat Systems Officer badge |
The Combat Systems Officer (CSO) rating is awarded to individuals who entered the CSO Undergraduate Flying Training after 1 October 2004. The USAF awards combat systems operator ratings at three levels: Combat Systems Officer, Senior Combat Systems Officer, and Master Combat Systems Officer, for active duty officers and officers considered rated assets in the Air Reserve Components. The insignia is identical to USAF Navigator, but rated navigators who are not CSO rated are not eligible for award of advanced CSO ratings. The following additional criteria are required for rating as a USAF combat systems officer:
| Rating | Basic requirement | Flight time | Alternative flight time |
| Master Combat Systems Officer | *15 years as rated CSO, and *Permanent award of senior CSO rating, and |
3000 total hours, or | *2300 hours primary and instructor time, or *144 months OFDA |
| Senior Combat Systems Officer | *7 years as rated CSO, and *Permanent award of CSO rating, and |
2000 total hours, or | *1300 hours primary and instructor time, or *72 months OFDA |
| Combat Systems Officer | *Graduate of Combat Systems Officer Undergraduate Flying Training | No time required |
| Navigator Badge |
The USAF awards navigator ratings at three levels: Navigator, Senior Navigator, and Master Navigator, for active duty officers and officers considered "rated assets" in the Air Reserve Components. After 2009 only Combat Systems Officers receive ratings formerly awarded to navigators, as the occupational field is being phased out. The following additional criteria are required for rating as a USAF navigator:
| Rating | Basic requirement | Flight time | Alternative flight time |
| Master Navigator | *15 years as rated navigator, and *Permanent award of senior navigator rating, and |
3000 total hours, or | *2300 hours primary and instructor time, or *144 months OFDA |
| Senior Navigator | *7 years as rated navigator *Permanent award of navigator rating |
2000 total hours | *1300 hours primary and instructor time, or *72 months OFDA |
| Navigator | *Graduate of USAF Undergraduate Navigator Training (UNT)/Specialized Navigation Training (SUNT), or *Graduate of USN Naval Flight Officer course, VT-29 (Advanced Navigation Training Course) |
400 hours primary navigator time | None Reviewed by Aeronautical Rating Board and approved by Major Command |
| Air Battle Manager Badge |
The USAF awards Air Battle Manager ratings at three levels: Air Battle Manager, Senior Air Battle Manager, and Master Air Battle Manager, for active duty officers and officers considered "rated assets" in the Air Reserve Components. The following additional criteria are required to be rated as a USAF air battle manager:
| Rating | Basic requirement | Flight time | Alternative flight time |
| Master Air Battle Manager | *15 years as rated ABM, and *Permanent award of senior ABM rating, and |
3000 total hours, or | *2300 hours primary and instructor time, or *144 months OFDA |
| Senior Air Battle Manager | *7 years as rated ABM, and *Permanent award of ABM rating, and |
2000 total hours, or | *1300 hours primary and instructor time, or *72 months OFDA |
| Air Battle Manager | *Graduate of E-3 Formal Training Unit course,[n 18] or *Graduate of E-8 Formal Training Unit course, or *Graduate of UABMT under new syllabus |
No time required |
| Observer Badge |
The USAF awards observer ratings at three levels: Observer, Senior Observer, and Master Observer, for active duty officers and officers considered "rated assets" in the Air Reserve Components. The insignia is identical to USAF Navigator/CSO and is typically awarded to officers who have completed training as NASA Mission Specialist Astronauts and are not otherwise rated as USAF pilots or navigators. The following additional criteria are required to be rated as a USAF observer:
| Rating | Basic requirement | Flight time | Alternative flight time |
| Master Observer | *15 years as rated observer, and *Permanent award of senior observer rating, and |
3000 total hours, or | *2300 hours primary and instructor time, or *144 months OFDA |
| Senior Observer | *7 years as rated observer, and *Permanent award of observer rating. and |
2000 total hours, or | *1300 hours primary and instructor time, or *72 months OFDA |
| Observer | *Graduate of NASA Mission Specialist training | No time required |
| Flight Surgeon Badge |
The USAF awards flight surgeon ratings at three levels: Flight Surgeon, Senior Flight Surgeon, and Chief Flight Surgeon, for active duty officers and officers considered "rated assets" in the Air Reserve Components. The following additional criteria are required for rating as a USAF flight surgeon:
| Rating | Basic requirement | Flight time | Alternative flight time |
| Chief Flight Surgeon | *15 years rated service as flight surgeon, and *Permanent award of senior flight service rating, and *1 year current active service as flight surgeon, and |
750 logged hours, or | 144 months OFDA |
| Senior Flight Surgeon | *7 years rated service as flight surgeon, and *Permanent award of flight surgeon rating. and *1 year current active service as flight surgeon, and |
350 logged hours, or | 72 months OFDA |
| Flight Surgeon | *Graduate of Aerospace Medicine Primary Course, and *Unrestricted medical license, and *Awarded Air Force Specialty Code 48XX |
No time required |
Flight surgeons may also perform duties as Pilot-Physicians (Air Force Specialty Code 48VX). The purpose of pilot-physicians is to provide "integrated operational and aerospace medicine guidance" in the research, development, testing, and evaluation of Air Force systems and missions to realize the greatest effectiveness and cost savings.
Pilot-physicians were previously assigned only to an operational flying squadron in their respective aircraft, with their main assignment as a pilot, but also with clinical duties seeing patients, usually the flight medicine clinic, depending on the pilot-physician's medical specialty. On 21 April 2011 the Pilot-Physician Program (PPP) was completely revised to make "the most of the special resources of Air Force officers who are simultaneously qualified both as pilots and flight surgeons," with a senior pilot-physician selected by the Air Force Surgeon General to be Program Director, and assignment of designated command, staff, research, training, and education billets as well as duty in operational units. A P48VX specialty code is assigned to those on aeronautical orders as a pilot-physician and assigned to one of these designated PPP billets. Pilot-Physicians are entitled to conditional flight pay (ACIP), that is, only if assigned to an active flying position and flying a prescribed number of hours monthly.
In addition to being a rated pilot and a rated flight surgeon, a pilot-physician must have completed at least three years of operational flying and one year as an operational flight surgeon, with a provision for assigning applicants without flight surgeon operational experience to a base where they would likely become a "first assignment pilot-physician".[29] The revised program allows flight surgeons access to undergraduate pilot training and remotely piloted aircraft (RPA) pilot training (one slot per year); allows participation of flight surgeons with experience as navigators, electronic warfare officers, RPA sensor operators, and flight test engineers as navigator-physicians or flight test-physicians; and authorizes pilot-physicians to compete for assignment to USAF Test Pilot School.[30]
Pilot-physicians are defined by four core competencies to achieve program objectives:
Pilot-physicians are eligible for advanced ratings as both flight surgeons and pilots. They may apply toward advanced pilot ratings any USAF pilot years of aviation service, months of operational flying duty, and total flying hours accrued before achieving flight surgeon status. After attaining status as a pilot-physician, all hours flown as a pilot, and months of operational flying duty credit accrued as a pilot, are "dual-credited" toward both advanced pilot and flight surgeon ratings as long as the officer is on aeronautical orders as an active pilot-physician.[32]
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