Retractable turrets would slow a modern aircraft massively, both from an aerodynamic point of view and huge extra weight, causing it to be more vulnerable.

The "flying fortress" concept never worked anyway. The idea was fine, in that heavily armed bombers would fly in formation, giving each other cover. But as soon as the German fighters got into the formations and the tight formations broke up the concept failed. American losses during daylight raids were massive. The RAF took to night raids for this reason.

(1) Whichever path you decide to pursue, a college will be required. Based upon the poor English you've displayed here, and the fact that this question was already answered for you about 12 hours ago, you've got a lot of work to do on your grammar and memory retention if you expect to be accepted into a college or university.

(2) Statistically, in the USA ex-military pilots have a greater chance of being hired by the airlines. Presently, the ratio is approximately 60% ex-military to 40% civilian pilots hired by the major airlines. An ex-military pilot has about a 90% chance of being hired by a major airline. A civilian pilot has about a 50% chance at best. The military pilots with the highest chances are those who have flown large military transports.

(3) The chance of you getting selected for military flight training is not high. They only take the best of the best applicants. For an average person your prospects are less than 10% that you would succeed.

(4) Because you must enlist before you can apply, if you don't make the cut you'll still be obligated to 4 years of non-flying military service. Add that to the 4 years of college and the soonest you could start a civilian flying career would be age 26.

(5) If you happened to be one of the lucky few to be selected for military flight training, your minimum commitment to the Air Force would be 10.5 years, so you wouldn't be eligible to join an airline until nearly age 35.

(6) If you go the civilian route, it will take about the same amount of time to acquire sufficient flying experience after leaving flight school to be hired by a major airline. The average age of "new hires" at the major airlines is 34. It is no coincidence that this happens to be the age that most military pilots become eligible for civilian employment.

(7) So what's the best route? You've got to decide for yourself, but before you do that you'd be wise to determine if you can pass a Class I airman's medical exam. If you can't, you won't have the option of flying military or civilian aircraft.

you need a LOT of attention flying anything. even DRIVING anything will take your attention, even though in latter stages you will drive almost subconsciously and will be able to talk with passengers and stuff.

your back up career is not exactly easy to achieve, mate. you better focus on real world issues, and seek alternate career in a less computer gamely section, such as plumber, electrician, or any other craftsman.

It is a nature and wildlife conservancy these days, so that might be a good reason to get off if you were intending to do that kind of work there.

Probably the best reason of all would be if the airplane was on fire, that usually indicates that a prompt exit is a jolly good idea!

Flight engineers were a third required crewmember on airplanes -
Airplanes such as 707, 727, 747, DC8 and DC10 or L-1011 required a F/E -
FAA (then) required a F/E for any airplane over 80,000 lbs takeoff weight -
So the first DC9 were less than 80,000 lbs so they could be flown by 2 pilots -
Originally F/E were not pilots but A&P Mechanics with F/E license -

Very few airplanes are still used requiring a F/E -

At the present time, on long flights, you can have third pilot -
He is called the second officer (S/O) - They are co-pilot during cruise -
That is for flights longer than 8 hours -

The flight navigator was the fourth crewmembers until the early 1970s -
707 and DC8 had a navigator on oceanic flights -
Navigators were not required with the advent of INS or Omega nav systems -