stuckindayton

Yep, second this. We see people coming through the pilot application process who were born and raise in other countries. Not sure if they had more hoops to jump through, but they were accepted into UPT.

The CCT is the only test that will determine your status. The other tests are only done for comparison/correlation purposes. If you pass the CCT and bomb the others it is not held against you, you still pass.

IFC IA (CSO) do not come to Wright-Patt for MFS. It is only require for pilot and RPA pilot applicants.

Being on Tricare, but seeing a civilian provider will probably not show up in any records. Seen on base, then it's in AHLTA and will be readily available. I wouldn't sweat it. A lot of people come through with history of concussions. If it happened a year ago, then it might be a problem since I believe there is a mandatory wait time after concussion. But eleven years ago, not so much to worry about. You may get a MRI to make sure there was no permanent damage, but if that's normal I wouldn't expect any issue.

To add to what AFSock said, Electronics- We were provided a transformer for US electronics, e.g. kitchen appliances, TV. Found it to be more of a pain than it's worth. Laptops are generally 240 V compatible, but for those items that aren't we found it easier to just buy stuff when that could be plugged directly into the socket. The transformers are bulky, heavy and hum pretty loud. They are not just something you plug into the socket between your item and the electrical grid. They are a small electric sub-station on their own- probably ended up costing us a bit of money to use them as well. Car- Left hand drive is a pain. Harder to navigate roundabouts since you yield to the right you're always looking across the windshield and the front passenger side barrier gets in the way. Plus, the British are anal about auto regulations. There's a good chance you'll have to have exterior lights moved around to meet their specs. Not expensive, but as AFSock said, there are plenty of used cars available from people PCSing out. We paid around 3000 pounds for a used car and pretty much sold it for the same when we left. Also, as mentioned, roads and parking lots are small. And it's fun (for the first few months) to go and open the left hand door only to realize that you are on the wrong side of the car. One other word of advice based on personal experience. Keep a careful on when they are unpacking your items. We had a couple of things go missing even though we saw them get unpacked. The UK was frustrating in many ways, but overall it was a good experience. It's like learning to live all over again since everything seems to be backwards.

Astro, Guard and Reserve have to meet the same medical standards and process through the exact certification folks when applying since they are trained at active duty bases. Once you complete training, then you are owned by ANG/AFRC, but until then you are treated the same as active duty.

With -4.00 sphere and -0.75 cylinder, your total myopia is -4.75. It sucks to be over the limit by 0.25, but that's why you were DQ'd. Threeholer was correct, if you want to fly PRK or LASIK is your friend.

At -4.00 you meet the CSO standard based on current policy. Are there numbers after the -4.00 in your refraction? If so those are added to the -4.00 and might be putting you over the limit. See page 725 of the waiver guide link posted previously.

OK, then maybe my response was premature. I'm not sure I can give you a good answer. I haven't seen waivers or disqualifications for IBS-C. All of the IBS cases I've seen are for the "D" variant which don't get approved.

I'm confused. You're asking about the waiverability of a medical condition you don't have?

For someone applying to a flying position, I'd think the odds of a waiver are not good. IBS and flying are just not compatible.

I hope not. The Konan CCT takes longer to run and it occasionally fails people who have normal color vision because it penalizes a person so severely when they miss a stimulus they should have seen (i.e. finger error, brain fart- you press left when you meant to press right). The Rabin CCT is calibrated every week to ensure the monitors are producing the correct colors. So, if the monitor drifts slightly over time, the software adjusts the color to get the desired output.

For IFC I, no I would not expect a waiver.

Jon, USAFSAM has no authority to offer a positive recommendation for anyone who exceeds waiver limits. They essentially interpret the policy for the waiver authority. AFMSA (and AETC) have the authority to waive anything they want. They usually follow the written policy, but not in every case. I don't know what they will do in this case as there are very few people who have refractive surgery with refractive errors above +5.00. At this point, there seems little harm in starting an ETP. I don't see it having any impact on your medical disposition. You are technically still DQ'd so an ETP can be initiated (it can't be if your disposition is still in limbo). If AFMSA comes around and offers a waiver then you d/c the ETP process.

No, standard is still 55 or better for each eye / all colors with the exception of MOD which can go down to 35.

The AF does not use uncorrected vision. It's all based on your prescription. So, it's impossible to say for sure, but if you are 20/80, it's unlikely your prescription would break the limit. The rules are the same for all airframes.

QMar, First off, I'm sorry to hear of your misfortune. The problem with keratoconus (KCN) and flying for the Air Force is that the AF invests a lot of money to train pilots and anyone with a progressive eye condition runs the risk of not being able to maintain vision within standards for the expected flying career (10 years after UPT). As you accurately stated, policies change with time and as collagen crosslinking becomes more common in the US (it's only been FDA approved for a couple of years) there is a possibility that policy regarding crosslinking will change. However, the AF still doesn't even commission people with KCN much less put them into UPT. They are looking at a policy to allow commissioning with KCN if treated with crosslinking and with a period (maybe a year) of demonstrated stability. So, if it ever gets to a point of allowing entry into UPT with KCN and crosslinking it's probably going to be quite a ways down the road. PM me if you want more specific information on your case.

You'll get the same eye exam as everyone else. The only additional test is one of these: https://www.precision-vision.com/product-category/contrast-eye-charts/

I've seen numerous people in their mid 30's getting pilot slots. The max I've seen is 44 (if memory serves correctly). However, that was a little bit of a unique situation. She was a Nav in a Guard unit switching from 130's to C-17's so it was either retrain her or lose her altogether.

Phoria standards are different for IFC I than for ABM applicants because ABM's do not have scanning duties. That refers to clearing the aircraft of other aircraft or objects whether in the air or ground. There is a phoria standard for ABM applicants, but it is more lenient than IFC I. PM me if you want more specific information. I'm assuming your IFC I was not done at Wright-Patt.

Who is the "coordinator" you've been in contact with?

This video is accurate. The AF is not using the Konan device, however, the device being used is similar. It uses a rotating Landolt C like you see in the video rather than letters as it makes the test more efficient. You have ample opportunity to practice to ensure you understand the test before actually starting.

Unlikely. The REACT study is only for IFC I (pilot applicants). Given that the waiver was indefinite it sounds like the folks at the Aeromedical Consultation Service didn't feel the topography was abnormal enough to monitor.

To the best of my knowledge, you'll just get a standard PHA that all flyers get annually.

If your vision is still 20/20 or better and you can pass the depth perception test, the waiver is pretty much a formality. Depending on the level of corneal abnormality, you might be sent to Wright-Patt for evaluation. It's also possible the folks at Wright-Patt could review the topography and decide a waiver isn't even necessary. Regardless, do NOT fret. You may be DNiF for some period of time, but you will almost certainly fly again. "do NOT fret"