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Discussion in 'Medical Topics' started by TVProducer, Jun 3, 2018.
Thanks for the help. I think getting basic med now is the best bet to get myself on a normal tier
There’s really not a downside. You class 3 will still be valid, so next year you can decide whether to renew it or stay with BM. Getting the BM in place just gives you an excellent safety net.
The only possible issue there is the limitation to 6 seats and a maximum certificated weight of 6000 lbs. IOW, it's not your takeoff weight but the maximum authorized weight that determines whether you can fly it under BasicMed. Most turbine aircraft would exceed those limitations on both counts, though there may be one or two exceptions. Not something you have to worry about now, but just to keep in mind for the future. If you do go BasicMed, sure you can go back to 3rd class, but of course you will then have to spend whatever $$$ are required for the tests to get your SI back, and of course jeopardy is involved any time you apply for a FAA medical.
Also, you have a year (well, 9 months) to fly under your 3rd class before you need to either renew the SI vs going BasicMed. The BasicMed physical exam is good for 4 years, so by waiting until next spring or summer you can get a few extra months before going for the next exam, if you decide on BasicMed. There is no need to get the BasicMed in place right away, only before your SI runs out.
Also if I understand correctly, even after you get your BasicMed, during the time the SI applies you still need to comply with any requirements under the SI. In other words, getting the BasicMed doesn't mean you throw away the 3rd class with its SI. I think in other threads there's some discussion of pilots running into problems over this.
That's true, if you're required to send periodic reports to the FAA or test results before the expiration of the SI. Since the OP's SI expires end of next August, it seems doubtful that could be an issue here, but it is something the OP should be aware of, so good catch.
Also, Bruce has written about a possible complication involving "helpful Hannas" that involves someone at the doctor's office sending reports to the FAA without any input from the airman, even when the SI has expired but there is an authorization (for the AME to issue again the following year) that has not. The best way to avoid that little gotcha is to NEVER let the doctor's office send anything directly to the FAA, never even once. Always pick up the documentation yourself or ask the office to send it to the AME. After rereading the snippet the OP posted, it's not clear whether there is a continuing authorization attached to the SI, but if there is, the OP should be aware of that, too.
Because I see some confusion and discussion of requirements for follow up here is the FULL letter from the FAA
As you can see I must routinely send in status updates from my doctor. The gray area is if I should get an EEG everytime as the language states ‘include the results of any current testing deemed appropriate’ I think that deeming would fall on my neurologist’s judgement, no?
Yes, and he has no reason to order such
I'm confused again. The letter says he must send reports in 60 days prior to the expiration of the SI. But is that talking about if he wants to continue under the SI and are these reports what has been (wrongly) interpreted by the FAA as a new application? Hence resulting in a denial if you don't follow up because you got your BasicMed? So in this case you do NOT want to send in those reports or let "Helpful Hannah" do it?
The way I read it is that if I choose to renew my SI - which I may go that route - I must submit documentation 2 months prior to expiration from my Neurologist stating there has been no change and the same background they already have. However, I am held to the same Physical Examination renewal as other pilots (60 Months if Under Age 40). So the way I read it:
Year 1: Completed Physical and all Seizure Related Documents - Received SI for 1 year
Year 2 (2 Months Prior to expiration): Submit an updated letter from Neurologist Stating the update - There has been no change in the patient, still stable, no medical need for an EEG examination of patient --> Submit to FAA Aeromed, result in Reissuance of SI for another year
Year 3 (2 Months Prior to expiration): Submit an updated letter from Neurologist Stating the update - There has been no change in the patient, still stable, no medical need for an EEG examination of patient --> Submit to FAA Aeromed, result in Reissuance of SI for another year
Year 4 (2 Months Prior to expiration): Submit an updated letter from Neurologist Stating the update - There has been no change in the patient, still stable, no medical need for an EEG examination of patient --> Submit to FAA Aeromed, result in Reissuance of SI for another year
Year 5 (2 Months Prior to expiration): Get routine 5 year physical with AME and within that update Submit an updated letter from Neurologist Stating the update - There has been no change in the patient, still stable, no medical need for an EEG examination of patient --> Submit to FAA Aeromed, result in Reissuance of SI for another year
Yes, I think that could happen, even though his authorization expires the same date as the SI. If anyone (even a "Helpful Hanna") sends in the info inside the 2-month window, the FAA will probably interpret that as a request for a new SI, which could be denied. But that's just a SGOTI opinion, let's wait for Bruce's expert knowledge on the question.
I don't THINK he could be denied, if the info isn't sent in.
At this point I’m going to stick with my Class 3. I’m already in the system I already have my SI, if I have to pay an extra $150 a year to see my neurologist to write a letter stating I’ve had no changes and am still safe to fly then I’ll do it. I think it’s a small price to pay to keep the FAA AeroMed on my side and not try to skirt around or anything. It would make no sense for them to deny me on a renewal if nothing has changed and a letter from my neurologist says nothing has changed and I’m still safe to fly
That's probably true - but the FAA has been known to do things that make absolutely no sense to ordinary people. When I first started flying I had an SI for a couple of years for a (very likely bogus) diagnosis of a benign heart condition. Then they sent me a letter of eligibility, telling me I was eligible for standard issuance, and what followed were 11 years of no SIs... fast forward to 4 years ago, when a letter arrived out of the blue telling me that I needed to be on a SI for it after all, even though nothing had changed as far as that "condition" (which probably doesn't exist) was concerned. By that time I was living in another state, with much crappier insurance, and the $2K annual testing to maintain the SI was going to be out of my pocket. Needless to say I jumped at BasicMed as soon as it was an option.
Hopefully things will continue to go smoothly between you and FAA...
Wish I said a story like this was the first I've heard of it but it isn't. I hear the FAA AeroMed make weird decisions at random. At this point I'm still beyond excited that I even got an SI. I will stay with my SI and keep the FAA Informed of my medical status. I'm thinking of starting a dedicated youtube channel with a name something like 'EpilepticPilot' (LOL)to document all my training and journey - What do you guys think - Too much of a name?
While a unique name to how you got here.... I don't see it as a good choice for long term in the sense of marketing and capturing eyeballs. To me "EpilepticPilot" is slightly misleading by saying someone who is currently diagnosed as Epileptic and has active symptoms can be a pilot. Additionally, per what you provided with the SI process, Epilepsy is something more in your past than current.
Better examples of YouTube channel names are ones like Corporate Pilot Life (who vlogs on what it's like to be a charter pilot on Gulfstreams), Aviation 101 (Josh Flowers, who has vlogged his journey from primary PPL through instructor, and beyond), Just Plane Silly (Bryan Turner who creates silliness about airplanes and being a pilot), and Swayne Martin (who has vlogged his journey from private pilot to the right seat of an Embraer 145 at Envoy). These all do a better job to describe what content you're going to find on the Channel.
So a better choice of YouTube channel is either what the content is about (flying and your Broadcast TV work), or slightly generic so that if you make a video about an interesting bit of your life, it still fits within what the channel name is.
And even with these suggestions, you can still do a "recap" video explaining how you got interested in flight, what your plans were, the medical obstacles you had, and what you did to overcome them.
With your background in TV Production, you already know the "rules" of picking a good title for a series. Something like "The Rookie" pointing out how Nathan Fillion's character endures his first year with the LAPD. Or "The Odd Couple", "Friends", "Blind Spot", "M*A*S*H", "All in the Family" etc.
Bear in mind that even if your condition doesn’t change, the FAA’s standards might. Basic Med was an act of the US Congress, not an FAA action, so its requirements are safely out of the FAA’s hands and it would take another act of Congress to make a change.
Your decision, but were I you (and I am in a similar SI situation) I would get a BM in place right away (I did) just to have a backup in place should something go south. With a BM in place you can keep on flying without missing a beat.
A year from now, a doc might be hesitant to sign a BM for someone with a history of epilepsy. Today, though, he knows that the FAA just blessed you and he shouldn’t be reluctant to sign.
The BM doesn’t prevent you from renewing the SI and continuing with your class 3.
But let’s say 6 months from now some pilot has an epileptic seizure in the air and crashes a plane full of kids into a bus full of nuns and the FAA decides they will no longer let people with any history of epilepsy fly. A decision they can make right now, for any reason or no reason at all, dead kids and nuns not required. Your SI gets revoked and you’re therefore ineligible for BM. Without a BM already in place, you’re screwed.
Your choice. But there is zero downside to getting a BM in place.
Thanks for the feedback on the channel - I was being a little facetious with the channel name as it does not hold a great value to it. Half-Fast, so it is completely legal in aviation to carry BOTH a BasicMed and a Class 3?
Yep! See question 6.
I've filled out my Basic Med and will see my PCP soon just as a backup - Thanks guys! I plan on routinely renewing my Class 3 SI however just so i am not restricted. God forbid something happens in the Aviation world that bites me in the ass I have basic med as a backup
Well, there was this fun and rather kinky flight attendant........
Ah Yes How could I forget her
Hopped into a C172 today for first flight when I walked in the FBO the guy asked how he can help and I told him I was interested in flight lessons. Immediately we talked and got my background and I said 'When are you available' He said 'Wanna go now?' So we went. Went through checklist, hopped in, performed start up procedures, I taxied out. Hard to get used to rudder pedals but it'll take time. He did the takeoff as expected. There was a nasty Crosswind Gusting to 19 on takeoff and i climbed the aircraft performed turns descents, spoke on frequency. By the time we were at Cruise, winds aloft were gusting to 40 we were getting bumped around. My CFI said for the first time flying he was impressed how I was able to handle the turbulence. He said I was a bit heavy on the controls and to have right hand on throttle and left on Yoke and that would probably solve it, which it did. Did some trimming and 30 degree turns. We came in for final approach and he took over, good thing because about 20' above the runway LLWS kicked in. It was a hell of a first flight but I taxi'ed back to the FBO with no issue this time as i felt slightly more comfortable at the pedals. Overall my opinion is that I loved it, I think I was overwhelmed at the turbulence at first but it'll take time to get used to. Already got my first entry in my Pilot log, along with my Temporary Airman Certificate. Plan is to go up again tomorrow. Hopefully the winds are more favorable. Conditions were so bad my CFI cancelled on his next student because it was tough for even him. Just as a reference these are the current winds at my airport
KMJX 031656Z AUTO 28016G25KT 10SM CLR 13/03 A2968 RMK AO2 PK WND 28027/1633 SLP057 T01330028
Anyway guys - I am loving it so far!
That's a nice little breeze.
Pretty sporty winds for a first flight.... But happy to hear you had some fun
And as you experienced, LLWS is no joke. So you got a bonus lesson.
If you want to get an early jump on learning weather from a pilot's perspective, I can recommend this book by one of my favorite weather educators, Scott Dennstaedt (@scottd)
Good deal! Thanks for the first flight report... We were all counting on you, and you did it! -Skip
As an old country doctor one the the things I bluntly refused to put on the chart of any child was seizure activity that involved fevers, allergic reaction, night terrors, yadda yadda.
As an old pilot I know that such time bombs in the record can explode a long ways down the road.
Of course, if I knew or proved that the child had epilepsy, that required a different level of documentation.
Unfortunately, in today's corporate medicine where physicians are employees no different than the greeters at Walmart that degree of judgement no longer seems to exist (sigh)
Maybe I should move my updates to a different thread to track my progress... thoughts?
Had my second lesson yesterday. I'm getting better at taxiing the aircraft, but i still cannot seem to get my feet comfortable. Anyway, this time my CFI was much less hands off, he had me go through the checklist, assisted me in making sure that the exterior of the aircraft was in good condition, I performed Fuel quality and quantity checks and then hopped in and went through startup checklist. My startup went well, no issues, and we taxiied to the departure runway. KMJX does not have runup areas so we turned the aircraft into the wind and did our Runup. Nothing eventful. Then I taxied onto the runway, he said, OKAY lets go. He had control of the rudder and I went full power and at 60 rotated and was in the air. A pretty cool feeling to do that for the first time. We cruise to our practice area over Barnegat bay. Winds were slightly gusty but much better than last time. Much more traffic this time so we were constantly watching traffic. I actually caught traffic he didn't see. A B737 about 1,000-1'500 feet above. He had me turn a 30' right turn to avoid that wake. He had me do standard turns and said I was much better on that this time. Then he taught me trim. He saw I grasped that pretty fast so he said 'Okay I'm going to throw the airplane's trim way out of wack and you need to recover it.' So he adjusted the trim all the way either up or down without me looking he then said 'Hand on the yoke, your control in 3,2,1, Recover' All of a sudden the aircraft began to nose up and I muscled the yoke to level and adjusted the trim back till it was too much nose down, then refined it. He did it again, this time with it being too much nose down, so more backpressure to recover. Very fun and good method of teaching. At this point he wanted me to do a few more turns and hold altitude which i was able to do. He said, I think you have this down pretty well so I'm going to teach you Slow Flight. He goes into how to manage slow flight, Pitch for Speed, Power for altitude, no more than 10 degrees bank on turns. We did this a few times, and the more I did it the better and more natural it felt. At this point we were almost at 2 hours, only 1.3 on Hobbs (Thanks Bank Account, Sorry Log Book) and he had me head back to the airport. He had me do a 1500' overflight to join the Left Downwind for 32. I had control of the airplane until about 1/2 to the numbers and he took over as I haven't been taught how to land. Once we were on the ground I taxiied back to the tie down and completed the shutdown procedures and securing. All in all I feel I am getting better and more comfortable. I am glad I went through all of the formalities medically so I could make it to this point
Maybe the "Pilot Training" section. Yeah keep this forum for just the medical stuff. Glad you're making progress!
Pop Quiz (and folks, please let TVProducer answer before you chime in).
Why was it important to avoid that wake?
Wakes, funerals, cremations,.... I just try to avoid 'em all.
Too many jet skiers riding the wake.
Simple, Wake Turbulence is the disturbance of air that a jet makes while passing through the air. It creates it typically off of the wingtip. They circle and go outward and down. If a smaller aircraft hits a much larger aircraft's wake. It can cause a loss of control typically causing the aircraft to Roll due to the way the vortex rotates. The vortex can continue thousands of feet down. Better just get out of the way of that aircraft so you never hit it. Also when following en trail on final approach, land above and beyond the larger aircraft, unless you would like to know what it is like to be runway wake roadkill
Also circling back to this topic - I have my BasicMed now as well in case OKC has a delay in giving me my renewal for my SI in a few months
My understanding is that wake turbulence has more to do with the weight of the aircraft than whether it is propelled by jet engines.
It does, because both Props and Jets can produce wake.
Heck, even gliders can produce wake. It's a function of lift, not propulsion.