Problematic medical for potential new student?

Chris Colohan wrote:

Isn't one of the requirements of flying sport pilot that you swear you
are in good health?

Not that I know of. If you're healthy enough to drive, you're healthy enough to
fly under sport pilot rules.

George Patterson
Why do men's hearts beat faster, knees get weak, throats become dry,
and they think irrationally when a woman wears leather clothing?
Because she smells like a new truck.

"George Patterson" wrote in message
news:v3kAe.5296$rx4.2689@trndny05...
Chris Colohan wrote:

Isn't one of the requirements of flying sport pilot that you swear you
are in good health?

Not that I know of. If you're healthy enough to drive, you're healthy
enough to
fly under sport pilot rules.


Based on what I've seen of some of the retirement villages (i.e., Leisure
World, aka "Seizure World") in Arizona, that's scary.

"George Patterson" wrote in message
news:v3kAe.5296$rx4.2689@trndny05...
Chris Colohan wrote:

Isn't one of the requirements of flying sport pilot that you swear you
are in good health?

Not that I know of. If you're healthy enough to drive, you're healthy
enough to fly under sport pilot rules.

Note this clause:

FAR 61.23 (c)(2)(iv) Not know or have reason to know
of any medical condition that would make that person
unable to operate a light-sport aircraft in a safe manner

IMHO, this is almost as good a catch-all as the "careless or reckless" in
FAR 91.13. That is, if a pilot were involved in any kind of incident in
which a medical condition could be blamed, and the pilot either knew of the
medical condition, or should have known of the medical condition, the FAA is
likely to say that the incident is proof that the "known or have reason to
know" medical condition made that person unable to operate a LSA in a safe
manner.

Just for the icing on the cake, the FAA also is likely to get to interpret
the "have reason to know" clause however they like.

It's not clear to me that they could come after a pilot for violating the
FAA's various medical standards for the medical certificate (prohibited
drugs, for example), but it's not clear to me that they couldn't, either.
The FAA could argue that their list of disqualifying medical conditions in
and of itself constitutes medical conditions that would make a person unable
to operate a LSA in a safe manner.

The bottom line here is that, no...just having a driver's license is not
sufficient. But what exactly IS sufficient is currently a very gray area,
primarily because no one has been violated by the FAA for breaking this rule
(so we have no real idea how it will be applied).

Pete

I am not the expert or have knowledge in mediations, but I am pretty sure
that in term of mediations, they do not look at the history. They are only
concerned about current medical status. I'm sure that you know that some
medications are forbidden in aviation. I do not know if any of medications
you are currently taking are forbidden. Here is what I found on FAA
website:

6. What medical conditions does the FAA consider disqualifying?
The following conditions are listed in the regulations as disqualifying
medical conditions; however, in many cases when the condition is adequately
controlled, the FAA will issue medical certification contingent on periodic
reports.

1.. Diabetes mellitus requiring hypoglycemic medications
2.. Angina pectoris
3.. Coronary heart disease that has been treated or, if untreated, that
has been symptomatic or clinically significant
4.. Myocardial infarction
5.. Cardiac valve replacement
6.. Permanent cardiac pacemaker
7.. Heart replacement
8.. Psychosis
9.. Bipolar disease
10.. Personality disorder that is severe enough to have repeatedly
manifested itself by overt acts
11.. Substance dependence
12.. Substance abuse
13.. Epilepsy
14.. Disturbance of consciousness without satisfactory explanation of
cause
15.. Transient loss of control of nervous system function(s) without
satisfactory explanation of cause.
Now in term of DUI, under parts 61 and 67, FAA may deny an application if an
individual has had two or more alcohol-related motor vehicle convictions or
state motor vehicle administrative action within a 3-year period. You had
DUI in 2000, which is more than 3 years ago. I believed that you are cleared
in that case, but you still have to report it.

I hope this information will guide you to the right direction, but keep in
mind that I am not the expert.

If you are not familiar with sport pilot, you might want to look into it in
term of requirements before you apply for medical certificate.

Toks Desalu
PP-ASEL
Dyin' to Soar!

In news:uzcAe.5205$rx4.2388@trndny05,
Toks Desalu slavered, and posted this:
I am not the expert or have knowledge in mediations, but I am pretty sure
that in term of mediations, they do not look at the history. They are only
concerned about current medical status. I'm sure that you know that some
medications are forbidden in aviation. I do not know if any of medications
you are currently taking are forbidden. Here is what I found on FAA
website:

6. What medical conditions does the FAA consider disqualifying?
The following conditions are listed in the regulations as disqualifying
medical conditions; however, in many cases when the condition is
adequately controlled, the FAA will issue medical certification
contingent on periodic reports.

1.. Diabetes mellitus requiring hypoglycemic medications
2.. Angina pectoris
3.. Coronary heart disease that has been treated or, if untreated, that
has been symptomatic or clinically significant
4.. Myocardial infarction
5.. Cardiac valve replacement
6.. Permanent cardiac pacemaker
7.. Heart replacement
8.. Psychosis
9.. Bipolar disease
10.. Personality disorder that is severe enough to have repeatedly
manifested itself by overt acts
11.. Substance dependence
12.. Substance abuse
13.. Epilepsy
14.. Disturbance of consciousness without satisfactory explanation of
cause
15.. Transient loss of control of nervous system function(s) without
satisfactory explanation of cause.
Now in term of DUI, under parts 61 and 67, FAA may deny an application if
an individual has had two or more alcohol-related motor vehicle
convictions or state motor vehicle administrative action within a 3-year
period. You had DUI in 2000, which is more than 3 years ago. I believed
that you are cleared in that case, but you still have to report it.

I hope this information will guide you to the right direction, but keep in
mind that I am not the expert.

If you are not familiar with sport pilot, you might want to look into it
in term of requirements before you apply for medical certificate.

Toks Desalu
PP-ASEL
Dyin' to Soar!


Huh. Interesting. When I looked at the information, migraine headaches
were one of the disqualifying medical conditions. From my understanding (I
believe the FAA website also has the drug list), migraines are allowable if
under control through a prophylactic drug (e.g. beta blocker) with no
reported side effects. Imitrex (another triptan type) is allowed, but
Relpax (the one I take if necessary) is not (although i would be willing to
switch); however, since I don't remember the website I was on, the info on
the site may be out of date. Relpax is a fairly new drug and may not have
made it yet. I *do* know that Daypro is an approved drug. And like I said,
I am not on any cholestorol lowering agents. My original post was more a
question of "are all these things cumulative." I mean, a history of only
migraines or only sit. depression is one thing, but would having had all
those things in combination make it more likely for denial...

As far as the Sport Pilot is concerned, I was trying to avoid that, mainly
because I live in a very busy class B area that has some weird weather
patterns (Detroit Metro); and aside from Plymouth-Mettetal (1D2), there's
not much in the way of uncontrolled airspace around here

As far as the Sport Pilot is concerned, I was trying to avoid that, mainly
because I live in a very busy class B area that has some weird weather
patterns (Detroit Metro); and aside from Plymouth-Mettetal (1D2), there's
not much in the way of uncontrolled airspace around here

Fly out of New Hudson if you are on that end of town. Grosse Ile to the
south etc. etc.

There are active glider clubs out towards Pinkney, Monroe, Manchester and
somewhere up past Romeo depending on exactly where you live. You don't need
a medical for a glider. Plus, they are more entertaining than $100
hamburgers.

--
Geoff
the sea hawk at wow way d0t com
remove spaces and make the obvious substitutions to reply by mail
Spell checking is left as an excercise for the reader.

Doug S wrote:
In news:uzcAe.5205$rx4.2388@trndny05,

As far as the Sport Pilot is concerned, I was trying to avoid that, mainly
because I live in a very busy class B area that has some weird weather
patterns (Detroit Metro); and aside from Plymouth-Mettetal (1D2), there's
not much in the way of uncontrolled airspace around here

Sport Pilots can fly in controlled airspace the same as Private Pilots
if they have a sign-off from an instructor. No big deal.

As for weather, IFR is a whole 'nother ball game. Bear in mind that a
minority of private pilots are instrument rated, and of those who are
rated, only a minority use it actively.

-cwk.

"Doug S" wrote

As far as the Sport Pilot is concerned, I was trying to avoid that, mainly
because I live in a very busy class B area that has some weird weather
patterns (Detroit Metro); and aside from Plymouth-Mettetal (1D2), there's
not much in the way of uncontrolled airspace around here

Sport pilots may fly in any class of airport. You only have to get a one
time sign-off from a CFI.

My feelings about the chance of you getting a medical, is about zero, unless
you are less than forthcoming about past situations.
--
Jim in NC

"... but you still have to report it."
-------------------------------------------------------------------------------------------------------------

Admit to nothing, deny everything, DEMAND proof. '

Stephen F. Pearce
Foley, Alabama

Doug S wrote:

*definitely* require a waiver. The question to the group is, what are my
chances? In other words, I don't want to go through the hassle of getting
all my records together if there's not much of a chance I will receive the
waiver.

Well, you're right in understanding that you have a complicated road
ahead. First questions:

1. How much money do you have?
2. How bad do you want it?

The FAA is, by global standards, very progressive on medical
certification. Whether you succeed depends in no small part on how hard
you are willing to work. The review board will no doubt ask for tests,
more tests, and tests to check the tests, few if any of which will be
covered under your medical insurance.

So currently, my medical status is:

1) Fatty liver: Stay away from products containing Acetomenaphin , and also
alcohol.
2) Borderline high cholestorol: My GP wants me on Lipitor, but due to the
liver side effects I am wary. I have not started taking the drug, but am
first trying to lower it through diet and exercise
3) History of migraines. Controlled by acute intervention medications. No
attack in the past four months, could be related to the drug switching.
4) Osteoarthritis in the knees. Controlled by Daypro with no discernable
side effects except upset stomach if I don't take it with food.


What do y'all think, is it possible, or just a pipe dream?


Prescription meds are one issue. Some are blessed by the FAA, others
are not. If you're using ones that are "bad," then you need to see if
you can switch to an approved alternative. Sometimes there is no
alternative, for instance, depression treated by prescription drugs is
a blanket no-go area. If you're off the drugs however, you should be OK
there.

I haven't read up on migraines much but IIRC certification is possible
if certain criteria are met relating to suppression through medication
and so on.

Not sure about the fatty liver, but I suspect it's not an issue unless
there's a medication conflict. Arthiritis? I have no idea but if it's
under control it's probably not a deal-killer.

The loss-of-consciousness event will complicate things significantly.
Not knowing any better, this plus the migraines would make me approach
the subject very cautiously.

A year ago the answer to this question was simple: go for it, you have
nothing to lose.

Now, with Sport Pilot, you do have something to lose. Specifically, you
can fly as a sport pilot using a so-called driver's license medical (as
proof of fitness to fly), but only if you have not previously been
denied an FAA medical certificate. If you are uncertifiable under
current standards (say for use of Prozac) and you apply for a medical,
then you lose the driver's license option.

In other words, if Sport Pilot provides all or most of what you want,
then I would focus my attention there first. The biggest downside right
now is that the infrastructure is lacking, and finding planes to rent,
instructors, etc will be harder, but it's going to get better, maybe
very quickly, over the next couple of years.

For more detailed and knowledgeable advice, a great place to start is
AOPA. A $40 membership buys you access to their medical team, who can
answer many questions.

Second, there are a number of specialist physicians out there who serve
as medical consultants to pilots. Many of their clients are airline
captains whose livelihood relies on getting certified, and they know as
well as anyone how to give a pilot the best chance of making the grade.
Naturally this is an added expense. If you want a cheaper hobby, have
you considered polo?

Best,
-cwk.