jxbh
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Posts posted by jxbh
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On 3/4/2024 at 7:16 PM, gearhog said:
As far as I know, Flight Physiology is separate from Flight Medicine. I don't believe they create records for your medical file. I'd tell them that you want some help without going into detail, but not if it is going to generate a paper trail. I definitely would not document it this early in your flight training. Try to rectify it without paperwork and seek help off base if possible.
Checked with med group yesterday and unfortunately there are very limited flight physiology units out there; My base unfortunately doesn't have one. Maybe I can find a civilian office that deals with physio stuff like this
1 hour ago, brabus said:He doesn’t have access to USAF flight phys or flight med. Not sure what equivalent exists in the civ world outside of AME, who I’ve never heard of doing physio type stuff (but maybe there are some?)
My med group doesn't have one anyway, so looks like a wash. Had been trying to just do research and figure it out, but I'll likely just take your suggestion and go up in the plane and repeatedly do the maneuver. More expensive than the chair and more time consuming, but likely would result in the same outcome
Edit: checked with a med group at a different base with aerospace physiology and they do require a flight doc recommendation in order to treat.
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12 hours ago, gearhog said:
As far as I know, Flight Physiology is separate from Flight Medicine. I don't believe they create records for your medical file. I'd tell them that you want some help without going into detail, but not if it is going to generate a paper trail. I definitely would not document it this early in your flight training. Try to rectify it without paperwork and seek help off base if possible.
Definitely agree, I'll tread carefully. Thanks again!
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On 3/2/2024 at 4:01 AM, gearhog said:
In UPT, I could pull positive Gs all day, but I had a O/negative G reaction. Instant active airsickness. Barany chair fixed me right up. Never had another problem.
I'm not a doctor, but it's possible you could be dealing with an overly sensitive semicircular canal. That, in turn, could be triggering an issue known to flight docs as "Manifestation of Apprehension". Several of my UPT studs had it. There are ways of dealing with both. If you have a Flight Physiology office near you, surely they'd be willing to help out even if you're not yet rated. Good luck.
Thank you for the reply! I will explore using the chair to see if that may be able to help me fix my issue. I appreciate the info.
Side question: wouldn't it be bad to go into the office with this issue, even if it's correctable, since it would go on my medical record? Or do you think that, since it may be fixable, it wouldn't be an issue?
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10 minutes ago, brabus said:
As a side note, during what training maneuver is 0.5 to 0g flight occurring?
Him and I saw that it occurred on a performance takeoff, so we did some pushovers to see if it continued to happen, which it did. He was concerned that during severe turbulence or winds, the sensation may come back if the plane dropped enough and would inhibit me to safely operate the airplane. I don't think it happened during a training maneuver specifically but we didn't try any stalls into spins.. maybe that was something he was concerned about?
I'm at the stage where I'm flying with instructors currently to find one that I enjoy flying with.. haven't done a ton of actual training yet, so I'm unfortunately not sure if any other training maneuvers cause it. I'm just guessing that a stall into a spin could cause it due to the nose dropping down so much but I have no experience to back that guess up.
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20 minutes ago, brabus said:
I wouldn’t talk to an AME, unless you have a personal friend who’s willing to discuss hypothetical situations. I’ve been flying for 25 years and never have heard of an actual medical condition as you describe. I’m not saying it doesn’t exist, but I think the most likely situation is your body subconsciously reacting to a new/uncomfortable physiological situation. Have CFI fly while you actively concentrate on staying relaxed during these scenarios - see if you can mentally (and therefore physically) train your body to stop tensing up.
Also, when you say < 1g/rapid descent, in what maneuvers is this happening? If your CFI is leveling off from a climb with less than 1g he either sucks at flying, or is to some extent ing around (purposely doing < 1g with no requirement to do so)…neither is a good quality to have in a CFI teaching a new student.
It happened during 0 g and half g pushovers specifically.
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9 hours ago, brabus said:
I wouldn’t rule out it’s a subconscious response from your body “freaking out” over a new physiological situation it isn’t used to. I’d give it some more time and try to consciously think about relaxing. It’s a common response for the body to tense up when you feel anxiety, fear, stress, etc. (even if those feelings are subconscious). Don’t start to go down the crazy medical rabbit hole yet.
Thank you for the reply. This is what we were thinking too.. that going up and repeatedly practicing the maneuvers will train my body out of it. Maybe something like the Valsalva technique would help with relaxing like you were talking about. I was going to anonymously talk to an AME just to make sure that doing this repeatedly wouldn't cause any internal damage, but definitely not speaking to anyone on the record unless I absolutely have to.
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I am looking to get a PPL to be more competitive for guard/reserve units but have came across a strange medical issue involving 0g/.5g pushovers and rapid descents.
Whenever the descent begins, my lower abdomen and legs immediately tense up and I'm almost paralyzed. For example, we did a performance takeoff and I was completely fine on the climb, but the second he went to level out my quads and lower abdomen locked up and I felt like I was leaning back in the seat with those muscles entirely tense. I am completely fine doing 2G banked turns, steep climbs, and dealing with turbulence and other normal flying maneuvers. However, for whatever reason, these steep descent and the pushovers do this to me. My core, lower back, and legs were actually sore after flying yesterday and encountering this. I've had this happen to me in a car when going up and down a deep bump quickly at speed, and also on a snowboard in the same scenario; however, in these cases, it only is an uncomfortable feeling in my lower abdomen and I never experience the leg lock or even the core lock. My instructor was concerned about this and will not let me solo unless this issue can be fixed (rightfully so).
Has anyone seen a trainee do this/dealt with this issue themselves/even just heard about this issue? We were thinking it may be a rather unique vasovagal reaction. I'd really appreciate any insight y'all have on this matter.
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4 hours ago, Av8 said:
I will say that from my personal experience (guard/reserve apps and interviews for about two years) I specifically received feedback from multiple interviews that the main reason I was not chosen was primarily this. However, I don't know if this is a consistent sentiment or specifically where I was applying/rushing (mainly fighter units). Once I promoted and handed in my applications with Capt on them, the interviews started being almost non-existent. I have also heard of multiple O-3s who were accepted for guard/reserve UPT slots, especially in heavy units.
I think part of the reason is that the board is hiring a 2Lt position to fill your younger CGO ranks in the squadron, and hiring a 1Lt or Capt with a few years of experience doesn't fill that slot for as long. As to the non-rated side, being non-rated previously myself and going through UPT, I could see where units would count a rated dude higher. There were things that those dudes already knew going into UPT that others had to learn. Like you said, I wouldn't be dissuaded, just know you're really going to have to present a great case to the hiring board on why they should pick you.
Thank you for the reply. Heavies are my primary goal so at least it's comforting to hear that Os being hired were more focused in heavy units. Did you end up getting picked up by a heavy unit? Or did a fighter unit end up taking you on?
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21 minutes ago, hindsight2020 said:
That is incorrect. Guard Reserve students have a MASS score calculated, but it is never used against AD peers for eligibility to track -38s. I think what you may be confusing for policy, was that it was colloquially understood that sponsoring units wanted to see upper-50% relative performance. But none of that is neither written, nor procedural in the tracking of the trainee to phase III.
What does exist, is the discretion for the sq/cc to provide feedback to the sponsoring unit of either (i) non-T38 (frankly very rare) or (ii) non-IFF recommendation (much more common). AD does not pay for the billet, AFRC does (yes, even Guard bureau slots are centrally managed by AFRC now), so it's their [gaining unit] call. In fairness, the sponsoring unit can and usually does concur with the retread recommendation to heavies or bombers. Seen it happen many times, with (ii) being more common in my experience, through 13 years in the AETC TFI AFRC (that's a lot of letters lol) business.
If you performance meets the CTS for T-6s, you will track 38s are a 11f bound Guard/Res guy, regardless of your relative ranking in your class, unless your gaining sq/cc concurs with a non-recommendation from the upt sq/cc.
He is incorrect. AFRC buys the billet, the kid owns the T-38 slot, not AD. When he was sent to UPT, he went in with a centrally funded class allocation for T-38 from the jump. AFRC footprint does not change the AD calculus. I know the whole "different color of money" stumps some people, but AD cats nervous about tracking 38 need not look at their ARCF/ANG classmates as anything but guys who for all competing purposes, are there just "auditing the course". They're not your problem, nor your competition, just like internationals.
Thank you for the reply. He was incorrect in mentioning that poor UPT performance could result in tracking RPAs even if you are a fighter/heavy guard or reserve hire, right? Your response seems to indicate that this is the case but I want to be sure I'm reading 100% correctly.
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AD AF non-rated LT looking at possibly applying for a guard/reserve pilot slot down the road. I would've thought that being an O already would be a benefit, since you wouldn't have to go to OTS and could go to UPT and subsequently be back at the squadron flying quicker than off the street hires, but in talking with some other folks it sounds like this may be the opposite? Any folks who have sat/currently sit on hiring boards have any insight? I wouldn't let this dissuade me if I decide this is a path I want to pursue, but I am curious on yall's thoughts.
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On 1/14/2024 at 9:19 PM, yzl337 said:
You do not want to go active duty then. The majority of active UPT students will NOT fly fighters, it's as simple as that. In classes of 24-26 students, 5-7 at most will go -38s and most classes have at least a couple guard/reserve students who must track -38s. Your odds are marginal, even if you're an above average student.
Question on this: even if you're a guard/reserve guy hired by a fighter unit, don't you still have to compete for 38s like everyone else? I was under the impression that you weren't guaranteed 38s and still had to compete, with the possibility of being taken on by a heavy unit should you not earn a 38 slot.
Does being a non-rated AD AF O make it harder to get a guard/reserve pilot slot?
in Q & A Forum
Posted
This is great to hear, thank you for the reply. Heavies are my goal so it's refreshing to hear that they are more open to people in a similar situation to myself. I will definitely knock out my PPL this year and rush as much as I can once I get closer to the application point.