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RAAF Flight Screening Program (Merged)

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RAAF Flight Screening Program (Merged)

Old 19th Feb 2015, 06:39
  #2801 (permalink)  
 
Join Date: May 2003
Location: SAUDI
Posts: 216
Recovery Mode.

I would suggest confirming your medical status before putting effort into fixing what is fixable.

I would also suggest that if recruiting indicate that you are not medically fit to pursue all avenues to confirm or overturn.
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Old 19th Feb 2015, 09:07
  #2802 (permalink)  
 
Join Date: Feb 2015
Location: Aus
Posts: 3
Thanks for the response finestkind.

1. Am going back to all related specialists to determine injury/illness status.
Is this what you mean?

2. Will get in touch with Aviation Medical to see what they think about my chances of getting cleared to fly (class 1)

3. Have contacted recruiting to hear back from their medical side about what they would require in terms of remission, acceptable conditions.
Hopefully they can also give me some indication of how problematic these 'black marks', even if resolved, would be for actually getting selected.


Considering I see my options as either getting cleared and having the chance to fly for the country, or building a time machine to go back and make some changes...you can bet that I'll busy myself doing whatever I can to get a green light.
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Old 21st Feb 2015, 20:13
  #2803 (permalink)  
 
Join Date: May 2003
Location: SAUDI
Posts: 216
RM.

Yes basically you need to determine what if any barriers are in front of you so that you can prioritise the show stoppers.
If its medical and there is no way to correct than fixing your academics is not going to help.
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Old 22nd Feb 2015, 05:32
  #2804 (permalink)  
 
Join Date: Feb 2015
Location: Aus
Posts: 3
Understood, not much sense in jumping over hurdles if I'm about to hit a brick wall.
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Old 9th Mar 2015, 13:42
  #2805 (permalink)  
 
Join Date: Jul 2003
Location: Perth
Posts: 54
Related question, my son is soon to go for his assessment day. He's starting to have second thoughts about joining as an Engineering Officer via the ADFA scheme. Would really like to get in touch with a serving EngO for him to have a talk to about typical career path, work type etc. Located in Perth would be awesome but we'll take what we can get.
Thanks.
chute packer is offline  
Old 12th Mar 2015, 11:11
  #2806 (permalink)  
 
Join Date: Oct 2014
Location: AAAvn
Posts: 35
RE: Screening waiting time

Hello ojscott,

Last year it took 2 months from when my dossier was complete (including Aircrew Selection Form and other material sent to my EC) till I hit Flight Screening. This was also about 2 and a bit months from when I finished my medicals, however as far as I know medicals can be completed after FSP, some of my fellow Flight Screeners got recommended but then failed the medicals :/

Waiting is the name of the game with Pilot selection. The longest wait will be from recommendation to a potential job offer(if you're recommended and competitive enough!). I'm now 5 months out of FSP with my fingers still crossed.

Best,
fs
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Old 22nd Mar 2015, 09:19
  #2807 (permalink)  
 
Join Date: Oct 2007
Location: Australia
Posts: 25
chute packer check your PMs - I can help.
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Old 25th Mar 2015, 08:17
  #2808 (permalink)  
 
Join Date: Feb 2013
Location: Mornington Peninsula
Age: 23
Posts: 14
Im after some opinions regarding previous flying experience and the ADF Flight Screening Process. Im currently working up to my solo license with a few hours under my belt now and have been advised to be careful about doing too much. I understand there are beginner, intermediate and advanced bands for Flight Screening. What is the cut off for each one and how different are they all? I've been told its not good to get lessons because you form bad habbits. Can anyone elaborate on that? Are there any ways to keep flying without logging too many hours? I'm dead keen to keep flying because i love it and dont want to put it on hold until november (assessment day). However, if it is going to be absolutely detrimental to my RAAF application i'll consider it. Cheers!!
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Old 26th Mar 2015, 06:14
  #2809 (permalink)  
 
Join Date: Feb 2013
Location: Mornington Peninsula
Age: 23
Posts: 14
cheers ojscott

I wouldn't say age "restrictions" as such, but i am aware that age/maturity is a big factor when it comes to Direct Entry pilots. I just think id be giving myself the best chance by being 20. I'm currently employed at 3 jobs to pay for flying, playing 2 team sports, boxing, volunteering and living independently. I think having all that under my belt for more than one year looks a bit better than rocking up as a teenager. I did my first year of a science degree last year (with great marks) and deferred it for this year. I'm open to any suggestions on how to make myself a more competitive candidate. just trying to show DFR i'm made of the right stuff.

The reason i was still going to consider pursuing my PPL is because i want to be able to fly outside the ADF. Do the wings you get after 2FTS mean anything in the civ aviation world as far as licensing goes? or do CASA take no notice at all?
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Old 26th Mar 2015, 13:08
  #2810 (permalink)  
 
Join Date: Oct 2010
Location: Great Southern Land
Posts: 17
Originally Posted by Spider01 View Post
cheers ojscott

I wouldn't say age "restrictions" as such, but i am aware that age/maturity is a big factor when it comes to Direct Entry pilots. I just think id be giving myself the best chance by being 20. I'm currently employed at 3 jobs to pay for flying, playing 2 team sports, boxing, volunteering and living independently. I think having all that under my belt for more than one year looks a bit better than rocking up as a teenager. I did my first year of a science degree last year (with great marks) and deferred it for this year. I'm open to any suggestions on how to make myself a more competitive candidate. just trying to show DFR i'm made of the right stuff.

The reason i was still going to consider pursuing my PPL is because i want to be able to fly outside the ADF. Do the wings you get after 2FTS mean anything in the civ aviation world as far as licensing goes? or do CASA take no notice at all?
Of course the training is recognised, it is just planned so it is only recognised after you have commited to your ROSO. That way you can't resign just before 2fts finishes and walk away with all these hours. You will leave with a cpl being recognised by casa at the very least.

When it comes to instrument ratings etc the military does them differently as they dont don't do a broad IFR rating but focus on individual ones for each aircraft and apparently that doesn't translate to a general IFR rating with Casa.
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Old 27th Mar 2015, 13:53
  #2811 (permalink)  
 
Join Date: Mar 2015
Location: Melbourne
Posts: 1
"...I'm currently employed at 3 jobs to pay for flying, playing 2 team sports, boxing,......."

seriously - don't ever mention BOXING - hits to the head are frowned upon - big time by medicos - you will get ranked lower - if they say you wont be - they're just being polite

only mention bag punching only at the gym - at the most

stay away from the whole contact picture - rings alarm bells

cheers
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Old 30th Mar 2015, 11:21
  #2812 (permalink)  
 
Join Date: Jan 2015
Location: canberra
Posts: 20
Hello everyone,
I've been reading this thread for quite a while now and it has been a huge help. I've completed assessment day and just passed all my medicals. I'm just waiting for my flight screening date (had my assessment day mid feb). Does anyone have any tips for flight screening?
Thank you.
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Old 30th Mar 2015, 11:24
  #2813 (permalink)  
 
Join Date: Jan 2015
Location: canberra
Posts: 20
Croc101, you said not to mention any contact sports as it will lower my ranking. I was wondering where you've heard this? I've been quite open about myself doing muaythai and mma during the recruitment process...I'm just hoping this won't decrease my chances of getting in...
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Old 1st Apr 2015, 00:07
  #2814 (permalink)  
 
Join Date: Feb 2013
Location: Mornington Peninsula
Age: 23
Posts: 14
cheers croc i'll certainly keep that in mind! at this stage the boxing is more of a fitness thing. im still looking for more details about the FSP in regards to 'bad habbits learned through previous flying experience' if anyone has any.
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Old 5th Apr 2015, 10:38
  #2815 (permalink)  
 
Join Date: Aug 2001
Location: The wrong time zone...
Posts: 646
Hi Spider,
As you've had no other response, I'll try to assist with some examples of 'bad habits learned through previous flying experience'.
Flight Screening aims to assess your ability to learn in the airborne environment, it's not technically an assessment of what you already know. But, if you've been unfortunate to have experienced some well intentioned but wayward instruction, then your ability to put aside what you've learnt previously and take on board what you are being asked to do now, is of paramount importance.

The basics of military flying training revolve around the following, some of which you may already be familiar with:
A-viate - fly the aircraft accurately in the manner you want it flown (climbing/descending/straight and level/turning/whatever)
N-avigate - make the aircraft go where you want it to go to avoid hills/boundaries/CTA/clouds/whatever or to get from A to B as required.
C-ommunicate - talk to ATC/your wingman/duty instructor on the ground/whoever to achieve what you want
A-dministrate - fill in navigation logs, manage fuel balance, etc.
The above is known as ANCA - generally the priority is as above, sometimes you may come up with a reason, for example, to Communicate prior to completing all of your Navigating, but Aviate ALWAYS comes first.

Often whilst Aviating and Navigating, you may find the following bare basics handy:
Am I currently at a:
SAFE HEIGHT? (I'm not going to fly into a mountain)
SAFE HEADING? (I'm not going to fly outside of my airspace or into a mountain)
SAFE AIRSPEED? (I'm not going to overspeed or stall)
Note - I still go through a quick check of the above whenever I am presented with something during flight that is out of the ordinary...

To ensure we Aviate as per the above, we use the following:
A-ttitude (where the nose of the aircraft is pointing - in visual flight this is set by setting cockpit references (like the top of the instrument combing) against the outside horizon)
L-ookout - making sure I'm not going to hit anything/anyone
A-ttitude - we check it again, cause it's very important!
P-erformance - is the power and attitude I have set giving me the performance I want?
This is called the ALAP workcycle and it works when flying visually or when in cloud (well, the Lookout portion, not so much...)
It requires knowledge of the golden formula, which is:
POWER + ATTITUDE = PERFORMACE
An example for the PC9 is, for straight and level flight:
POWER (32 PSI) + ATTITUDE (zero degrees pitch) = PERFORMANCE (Straight and Level at 200 KIAS).

If we determine that we need to adjust our attitude to give us the performance we want, we do the following:
S-elect - a new attitude that should give us the performance we want.
H-old - that attitude and confirm it does what we want it to do.
T-rim - the forces from the control column/yoke/whatever to ensure there a NO forces left on the controls and continue with the ALAP workcycle.
The whole process above is ongoing.

Anyway, what does this have to do with "bad habits learned through previous flying experience"?
Well, it's possible a student becomes used to PERFORMANCE FLYING - an example of performance flying is reacting by pushing and pulling the stick to "fly the altimeter" in an attempt maintain level. Believe it or not, a military flying instructor would prefer to see an ab initio student attempting to set an attitude correctly and possibly deviating from their desired PERFORMANCE (eg altitude or airspeed), than someone nailing the altitude on the altimeter and not looking at the attitude.
Other bad habits are poor or non existent lookout, not trimming, not following the priorities of ANCA. For some, it can be difficult to change, hence why people talk about these "bad habits".
Personally, I think a small amount of experience is a good thing prior to Flight Screening. Being comfortable upside down in an aircraft can be of benefit - very hard to perform well if you feel sick, which most people do the first time they really throw an aircraft around!

Best job you can have, if you can initially manage the basics and grow from there - all the best!

Last edited by josephfeatherweight; 5th Apr 2015 at 15:29.
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Old 5th Apr 2015, 23:37
  #2816 (permalink)  
 
Join Date: Feb 2013
Location: Mornington Peninsula
Age: 23
Posts: 14
josephfeatherweight! mate that's exactly the sort of stuff i've been looking for! thanks so much, i'll be sure to keep all that in mind during my civ flying. can i ask what your background is in regards to where you got this info?
thanks again, mate. incredibly helpful!
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Old 6th Apr 2015, 02:07
  #2817 (permalink)  
 
Join Date: Aug 2001
Location: The wrong time zone...
Posts: 646
I hope the info I provided does prove useful.
If your instructors in your civilian flying have not yet worked out the "attitude pictures" for straight and level, turning left/right, climbing and descending, etc, then it can be difficult for you to apply them if you have to make them up yourself. Best to ask if they use "attitude pictures", even if they are somewhat basic, before you commence training. One of the difficulties is that you must have the seating height exactly correct for the pictures to work. But, even setting a ballpark attitude in a C172 will stand you in good stead - it's the process that's important!
I was fortunate to enjoy a long career in the RAAF as a pilot and especially enjoyed instructing on the PC9 and on operational types.

Oh yeah, I agree with the others, don't mention the boxing...

Last edited by josephfeatherweight; 8th Apr 2015 at 05:59.
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Old 8th Apr 2015, 23:42
  #2818 (permalink)  
 
Join Date: Feb 2013
Location: Mornington Peninsula
Age: 23
Posts: 14
i'll be sure to keep all that in mind. it almost sounds like the RAAF just doesnt want you to become complacent and take the basics for granted. Thanks again, mate
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Old 16th Apr 2015, 07:18
  #2819 (permalink)  
 
Join Date: Apr 2015
Location: Gold Coast, Australia
Age: 22
Posts: 1
I am headed to RAAF flight screening and OSB on the 26th of this month and was wondering if anyone else is also on this course?
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Old 18th Apr 2015, 22:52
  #2820 (permalink)  
 
Join Date: May 2014
Location: Gold Coast
Age: 40
Posts: 4
Aircrew and Gilbert's Syndrome

Hi All,

Has anyone experienced, or heard of, aircrew candidates with Gilbert's syndrome getting med-class 1?

My blood tests for the medical came back normal but with a slightly elevevated level of bilirubin (by-product of bile production in the liver). The DFR Dr thinks it could be Gilbert's Syndrome - it's harmless and doesnt require any medical treatment or care. She hasn't indicated its impact on my application but wants the GP to confirm it.

They are still letting me attend the OSB so it doesn't appear to be a major issue at this stage.

Doing my research the USAF has no issue with Gilbert's syndrome in aircrew and the RAF don't have an issue for serving members (no info on recruits), but I can't find anything for the ADF's view.

I know none of us are DFR Drs so I'm not looking for guarantees etc, but perhaps someone out there has had a similar experience.

Thanks,

Rooster.
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