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Approaching and Hitting the Male Wall
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<blockquote data-quote="NASA Test Pilot" data-source="post: 948506" data-attributes="member: 10731"><p>@Running Turtles</p><p></p><p>Yes, NASA has done a lot of research on sleep, sleep cycles and rest in general. As it relates to hGH (and I will make a separate post) deep sleep particularly in stages 3 and 4 of Non-REM sleep is where over 50% of your hGH is released. Not sleeping from midnight to 4am and especially 2am-4am seems to be the most detrimental to the performance of flight duties. Flight test (that is not human performance based) is normally in daylight and over two periods in the morning is optimal (inverted spins and trying to force the vehicle outside of the operational envelope at night is not wise). If you are flying for FedEx or UPS you might start to feel other effects when you have multiple cycles per night (especially in excess 4 and upwards toward 7). The change will be easier if you fly one bid-cycle on days then another on nights. Depending on your seniority and equipment, you will get the less desired bid-lines and must deal with it. I would try to bid the longer international routes and equipment with less cycles per 24 hours, even though your TAFB (time away from base) is longer. If you are flying with hazardous cargo, you should have a radiation badge on (so make sure it is good) and consider blood work twice a year to confirm. I know stuff is being (legally) flown around and it is serious.</p><p></p><p>From the operational side of combat flying at night, the amount, quality, and regularity of eating was a major factor and there is a degradation of performance (accuracy of munitions placements, and the effectiveness against primary, secondary and tertiary targets) as the number of combat sorties increase over relatively shorter period (day) and it is more pronounced over expended periods of time (X sorties per day over Y amount of days). Attempting some regularity of exercise (particularly weights in the morning) was helpful was well as rest before Ops. Aerobic exercise in this environment was difficult, but the circuit training and things like jumping rope were helpful. </p><p></p><p>I would consider staying in the right seat longer to stabilize your body and then when you get the chance bid to the left seat when you have enough seniority to not get the less desired routes. You will, of course, being sacrificing money to do so and I do not know how seniority is calculated where you are flying.</p></blockquote><p></p>
[QUOTE="NASA Test Pilot, post: 948506, member: 10731"] @Running Turtles Yes, NASA has done a lot of research on sleep, sleep cycles and rest in general. As it relates to hGH (and I will make a separate post) deep sleep particularly in stages 3 and 4 of Non-REM sleep is where over 50% of your hGH is released. Not sleeping from midnight to 4am and especially 2am-4am seems to be the most detrimental to the performance of flight duties. Flight test (that is not human performance based) is normally in daylight and over two periods in the morning is optimal (inverted spins and trying to force the vehicle outside of the operational envelope at night is not wise). If you are flying for FedEx or UPS you might start to feel other effects when you have multiple cycles per night (especially in excess 4 and upwards toward 7). The change will be easier if you fly one bid-cycle on days then another on nights. Depending on your seniority and equipment, you will get the less desired bid-lines and must deal with it. I would try to bid the longer international routes and equipment with less cycles per 24 hours, even though your TAFB (time away from base) is longer. If you are flying with hazardous cargo, you should have a radiation badge on (so make sure it is good) and consider blood work twice a year to confirm. I know stuff is being (legally) flown around and it is serious. From the operational side of combat flying at night, the amount, quality, and regularity of eating was a major factor and there is a degradation of performance (accuracy of munitions placements, and the effectiveness against primary, secondary and tertiary targets) as the number of combat sorties increase over relatively shorter period (day) and it is more pronounced over expended periods of time (X sorties per day over Y amount of days). Attempting some regularity of exercise (particularly weights in the morning) was helpful was well as rest before Ops. Aerobic exercise in this environment was difficult, but the circuit training and things like jumping rope were helpful. I would consider staying in the right seat longer to stabilize your body and then when you get the chance bid to the left seat when you have enough seniority to not get the less desired routes. You will, of course, being sacrificing money to do so and I do not know how seniority is calculated where you are flying. [/QUOTE]
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