[Mconner7]

I stepped down from my 22 year corporate chief pilot job two months ago and while headed to watch the eclipse in my RV-10, had a heart attack (luckily not while airborne). Quadruple bypass and mending well but now it’s a waiting game for a special issuance third class that I will promptly convert to basic med.

With no medical in sight for months, I am wondering if I should pickle the motor. I would love to fly occasionally with a legal pilot onboard but my OPW makes insuring someone difficult.

Advise welcome for all options, mechanical and medical…

 

[georgemohr]

No advice, just best wishes.

 

[tom_AZ]

I stepped down from my 22 year corporate chief pilot job two months ago and while headed to watch the eclipse in my RV-10, had a heart attack (luckily not while airborne). Quadruple bypass and mending well but now it’s a waiting game for a special issuance third class that I will promptly convert to basic med.

With no medical in sight for months, I am wondering if I should pickle the motor. I would love to fly occasionally with a legal pilot onboard but my OPW makes insuring someone difficult.

Advise welcome for all options, mechanical and medical…

You would need to check your insurance policy to confirm, but it's possible that without a medical you can still receive "dual instruction". I have a friend who had a heart valve replaced. Once he had recovered sufficiently to be able to manipulate the controls, that approach worked for him. Check with your agent to see whether or not that person should be added as a "named insured".

Good luck, and I hope your recovery goes smoothly.

 

[Mconner7]

It just hit me that I might save a bundle by changing my insurance to Not In Motion and just pickle it?

 

[docjjrmd]

It just hit me that I might save a bundle by changing my insurance to Not In Motion and just pickle it?

Or hope for MOSAIC and fly Sportsman....

 

[rolivi]

You may consider finding a CFI to fly with. They'd be the PIC, so your medical shouldn't matter. You and the plane get to fly. But yah, paying to fill the right seat could be problematic.

 

[BobTurner]

I wish you the best. A former co-owner had a heart attack, and eventually got a special issuance, but it required jumping thru a lot of hoops. You might even think about engaging a specialist of some sort to help walk you thru the FAA paperwork jungle. (My former partner had to re-do the stress test (>$1K) because it wan't exactly as the FAA wanted.). I know that until 2 months ago the OP most likely needed an FAA medical. But if you (anyone else) does not actually need an FAA medical, this is the best argument for Basic Med. Ny neighbor recently had an irregular heart beat, they put in a pacemaker. Worried sick, he called his basic med doc. The doc replied, "No problem, you're good to go." End of story.

 

[Brantel]

I wish you the best. A former co-owner had a heart attack, and eventually got a special issuance, but it required jumping thru a lot of hoops. You might even think about engaging a specialist of some sort to help walk you thru the FAA paperwork jungle. (My former partner had to re-do the stress test (>$1K) because it wan't exactly as the FAA wanted.). I know that until 2 months ago the OP most likely needed an FAA medical. But if you (anyone else) does not actually need an FAA medical, this is the best argument for Basic Med. Ny neighbor recently had an irregular heart beat, they put in a pacemaker. Worried sick, he called his basic med doc. The doc replied, "No problem, you're good to go." End of story.

He will need to obtain a special issuance at least once to qualify for basic med.

 

[RVbySDI]

If you have not been denied a medical or had one revoked you can apply for basic med. going through a special issuance procedure seems unnecessary to keep flying. Of course you need to stay safe and treat your health condition but doing so and getting a basic med certificate should be two separate events.

here is info from the FAA website on applying for basic med:

https://www.faa.gov/licenses_certificates/airmen_certification/basic_med

 

[Sam Buchanan]

If you have not been denied a medical or had one revoked you can apply for basic med. going through a special issuance procedure seems unnecessary to keep flying. Of course you need to stay safe and treat your health condition but doing so and getting a basic med certificate should be two separate events.

here is info from the FAA website on applying for basic med:

https://www.faa.gov/licenses_certificates/airmen_certification/basic_med

From the above document:

Medical Conditions Requiring One Special Issuance Before Operating under BasicMed​

• A cardiovascular condition, limited to a one-time special issuance for each diagnosis of the following:
  • Myocardial infarction;
  • Coronary heart disease that has required treatment;
  • Cardiac valve replacement; or
  • Heart replacement.

 

[Brantel]

If you have not been denied a medical or had one revoked you can apply for basic med. going through a special issuance procedure seems unnecessary to keep flying. Of course you need to stay safe and treat your health condition but doing so and getting a basic med certificate should be two separate events.

here is info from the FAA website on applying for basic med:

https://www.faa.gov/licenses_certificates/airmen_certification/basic_med

Unfortunately this is not correct for some conditions. Edit: Sorry Sam already posted the correct info.

I lived the special issuance nightmare for over 10 years. Obtaining the first one was the easy part, keeping it was the hardest. Basic med enabled my passion to continue to be enjoyed!

 

[RVbySDI]

Ok guys, I understand. Think about this though;

Bureaucratically speaking,
Scenario 1:
if he had applied for a basic med an hour before his health event he would have been issued a basic med with little fanfare and in all likelihood no one from the FAA would ever be aware of the medical incident.

Scenario 2:
If he applies for a basic med an hour after his health event he does not get to receive a basic med having the requirement to disclose any medical incidents since his last medical, and, therefore the AME has a responsibility to notify the FAA of the event. This sets in motion the chain of events we are discussing concerning special issuances.

Medically speaking,
We can see in either of the above scenarios his health is a very serious concern. He needs to deal with the issue “post hast”. Which of the above scenarios makes him healthier? Neither! Which is why I stated the medical event and the issuance of basic med are two separate events.

to the OP, good luck with addressing your medical issues. My apologies for sidetracking your original question.

 

[Capt]

Your health is top priority, pickle the donk and stay positive

 

[tom_AZ]

Ok guys, I understand. Think about this though;

Bureaucratically speaking,
Scenario 1:
if he had applied for a basic med an hour before his health event he would have been issued a basic med with little fanfare and in all likelihood no one from the FAA would ever be aware of the medical incident.

Scenario 2:
If he applies for a basic med an hour after his health event he does not get to receive a basic med having the requirement to disclose any medical incidents since his last medical, and, therefore the AME has a responsibility to notify the FAA of the event. This sets in motion the chain of events we are discussing concerning special issuances.

Medically speaking,
We can see in either of the above scenarios his health is a very serious concern. He needs to deal with the issue “post hast”. Which of the above scenarios makes him healthier? Neither! Which is why I stated the medical event and the issuance of basic med are two separate events.

to the OP, good luck with addressing your medical issues. My apologies for sidetracking your original question.

Scenario 1 is incorrect. Whether one of the four disqualifying events happened while "under" an FAA medical or Basic Med, to get back in the cockpit after such an event requires at least one FAA medical (special issuance).

 

[Scott Hersha]

I stepped down from my 22 year corporate chief pilot job two months ago and while headed to watch the eclipse in my RV-10, had a heart attack (luckily not while airborne). Quadruple bypass and mending well but now it’s a waiting game for a special issuance third class that I will promptly convert to basic med.

With no medical in sight for months, I am wondering if I should pickle the motor. I would love to fly occasionally with a legal pilot onboard but my OPW makes insuring someone difficult.

Advise welcome for all options, mechanical and medical…

I went through a similar, but less serious heart situation in 2015 and it worked out well. I had an episode of tachycardia and ended up having ablation surgery. At that time, the FAA protocol required a minimum of six months and several steps that needed to be taken to regain my medical under special issuance. I worked with AMAS (Aviation Medicine Advisory Service). They were very helpful and walked me through the whole process. It took almost exactly six months with their help. I got my first class medical back which I let lapse into a second class because I was still flying professionally. I did that for about 3 years and the protocols got more relaxed as time went on. I now am on basic med. There is no problem with that as you know as long as you get a clean FAA medical under special issuance. You can check the FAA protocols for several conditions on the FAA Aeromedical website if you haven’t already to give you an idea of time and procedures required.
If it were me, I would pickle/preserve your airplane any way you can. Maybe take care of any nagging little issues you have, or upgrades you would like to make - depending on your ongoing prognosis and long term goals.
I wish you the best of luck. Sounds like you have your health under control

 

[HAL Pilot]

Advertise for an instructor who needs to build time.

 

[Brantel]

Ok guys, I understand. Think about this though;

Bureaucratically speaking,
Scenario 1:
if he had applied for a basic med an hour before his health event he would have been issued a basic med with little fanfare and in all likelihood no one from the FAA would ever be aware of the medical incident.

Scenario 2:
If he applies for a basic med an hour after his health event he does not get to receive a basic med having the requirement to disclose any medical incidents since his last medical, and, therefore the AME has a responsibility to notify the FAA of the event. This sets in motion the chain of events we are discussing concerning special issuances.

Medically speaking,
We can see in either of the above scenarios his health is a very serious concern. He needs to deal with the issue “post hast”. Which of the above scenarios makes him healthier? Neither! Which is why I stated the medical event and the issuance of basic med are two separate events.

to the OP, good luck with addressing your medical issues. My apologies for sidetracking your original question.

In scenario #1, his basic med would only be valid up until the event. When you take the training and the test for basic med you are made aware that certain cardiac issues are disqualifying until you earn at least one special issuance. You can’t legally self certify knowing you have one of those conditions.

Before acting as PIC of a flight, any pilot in the USA has the legal responsibility to self certify that they are unaware of any issues that would otherwise disqualify them to exercise the rights of their particular medical class. This includes basic med. My last medical has this written on the back of it with references to the FAR’s.

You are correct though, none of this makes him healthier but that is not the purpose of basic med or the original medical classification system.

 

[larryMar]

I am sorry for your interruption with retire plans. On a good note, it can all work out fine, just a bit delayed. Accept it as a life saving opportunity to heal now while you are still young and able, than if it happened latter in life. Us the "down time" to restore and improve your health as your number one goal.

Depending on the hours on your oil, I would do either: 1) if the oil is fresh with minimum hours, I would add https://www.aircraftspruce.com/catalog/eppages/vpci326_1.php. It can be flown with this additive. 2] If the oil is on the "mature" side of time, I would buy Phillips anti-rust mixed as instructions. Both options protect and can be flown for a few hours.

With regards to the upcoming Si... start on the treadmill routine now and stay on it as often as you can. You will need to perform the "Bruce Protocol " treadmill test to at least the 10 min point without exceeding your calculated max heart rate. (220-age) You not only want to train your heart for the test, but also your legs. I just walked it as much as I could . By the time I went for the test for the SI I could do 20 min... your body will learn to adapt to the treadmill elevation and pace. Get a HR monitor and learn your heart. On the test the FAA will want to see max HR and at least 10 min.

 

[RVDan]

I had a similar medical problem when I went through chemo for Prostate cancer. I luckily found a local CFI who volunteered to fly with me no charge. Flying kept my spirits up and helped me look ahead. I will hold a sincere appreciation for that person until I die.

 

[StuBob]

Scenario 1 is incorrect. Whether one of the four disqualifying events happened while "under" an FAA medical or Basic Med, to get back in the cockpit after such an event requires at least one FAA medical (special issuance).

I’m pretty sure that’s not true. The word is “before.” AFAIK, there’s nothing written that says you have to go back and get another Class 3 if something from that list arises while you’re flying on BasicMed.

I’m willing to be corrected (politely).

 

[MacCool]

For FAA medical questions, consider engaging Dr. Bruce Chien, He specializes in the more elaborate problems that airmen face with the FAA Medical Branch. Don't know if he can help you with your pickling question.

Aeromedicaldoc

Difficult Aviation Medical Certification Bruce Chien AME HIMS ADV Senior Peoria

www.aeromedicaldoc.com

 

[868RM]

For FAA medical questions, consider engaging Dr. Bruce Chien, He specializes in the more elaborate problems that airmen face with the FAA Medical Branch. Don't know if he can help you with your pickling question.

Aeromedicaldoc

Difficult Aviation Medical Certification Bruce Chien AME HIMS ADV Senior Peoria

www.aeromedicaldoc.com

Another vote for Dr. Chien Plan on a ten month turnaround as the FAA staff is retiring and other departures leaving and no replacements, leaving very little time to look at class 3 medical apps. If your class one I think that may be faster. I just got back in the air after 10 months with a LOT of faa follow up. I think it might be even slower now as the backlog just keeps growing. But as others have said Glad you are doing okay

 

[Brantel]

I’m pretty sure that’s not true. The word is “before.” AFAIK, there’s nothing written that says you have to go back and get another Class 3 if something from that list arises while you’re flying on BasicMed.

I’m willing to be corrected (politely).

It is absolutely true but its for the special issuance requirement not necessarily a Class 3. Basic Med is not a free pass when it comes to these certain conditions regardless of when you start using Basic Med. If a person experiences one of these special conditions while operating under Basic Med (or any class for that matter) there is no way for that person to self certify. This requires the person to obtain a special issuance at least once for those special conditions. In the case of Class 1-3, the special issuance will dictate how long it is valid. For Basic Med, its a one time process unless something new shows up that is on the list of conditions.

I have seen conflicting info on the following scenario and similar:
"Pilot has a valid special issuance for coronary artery disease where they had to have a stent in the past. They start flying PIC under the Basic Med program. Three years later they have to have another stent for coronary artery disease. Can they fly under basic med or not with their original special issuance or will they need to get another one for the new stent?"

Take a look at 14 CFR 61.53

 

[rockyfatcat]

You would need to check your insurance policy to confirm, but it's possible that without a medical you can still receive "dual instruction". I have a friend who had a heart valve replaced. Once he had recovered sufficiently to be able to manipulate the controls, that approach worked for him. Check with your agent to see whether or not that person should be added as a "named insured".

Good luck, and I hope your recovery goes smoothly.

+1 for dual instruction. As long as you are not Pilot In Command, you can fly and receive instruction. Check with your insurance, my insurance policy says something about ‘any appropriately rated pilot authorized by the insured’.

It took forever to receive my 3rd class special issuance medical.

 

[rvmills]

Best of luck as you navigate the FAA Medical Branch...hang in there, and having watched a few friends run down the same path, just be prepared for a bit of a maze and some frustrating delays. But keep the faith...you'll get there.

The consulting physician that was recommended above may be helpful there, especially since you are not currently employed as a pilot (current employment, which often includes medical advocacy, seems to provide some level of priority, though that is not always true). A couple fellas in our formation group, both retired airline guys, have recently gone through similar situations. Both had MI's and both had stints placed. Each of them have been in quite good health since their procedures, and both are now in the final stages of getting their medical back...though its been a bit of a slog for each of them, and it has taken about 18 months for them to navigate through the process. Hope that is not demoralizing, some have had shorter paths, some longer. Its good to see what others have done, for expectation management...and it may impact the airplane decision.

WIth respect to that decision on what to do with your airplane, here's what each of them did, just to provide additional data points for your you. Each of these pilots are partners in their RV. They flew with their partners at times, and at other times, have flown as safety pilots in our formation training flights, in their aircraft, or in other's aircraft. While neither of those situations may be applicable to you, their insurance covered them, as long as they were in the plane, and another pilot (with a valid medical) was in the plane as well. It's worth checking with your broker to determine what qualifications another pilot must have for your insurance to be valid while you are flying with them. If you have an open pilot policy, you may be covered. If you are limited to named pilots only, find out if your insurance is valid with you as the named pilot, and any other pilot with a valid medical is in the plane with you to make it legal, FAR-wise. I've had other friends that were able to fly in that last situation.

Just some additional info for ya...best of luck!!

Cheers,
Bob

 

[Aden Rich]

A bit of thread drift here. I believe he asked in his first post, if he should pickle his engine due to the wait. It depends on how you are storing the airplane. If it's in a controlled air environment with low humidity, you could put some cam guard or change the oil to Phillips XC, run your engine for a bit and then shut it down. That would provide some level of protection for the internal steel parts (and mostly your camshaft). You could then get some preserving oil and fog the internal of your cylinders through your spark plug holes and button it up with some desiccant plugs. You could also install some humidity treated dry air to your breather tube to keep your engine internals in a very conditioned environment.
Depending on how long you think your time off will be, you can reverse this process every so often by re-fogging the cylinders, turning your engine with the starter only and the spark plugs out so you get good oil flow through the engine and see some good oil pressure indications. Reverse the process back for storage again.
One item that a lot of folks tend to forget is your constant speed prop hub and crankshaft internals. Newer or OH'd cranks should have the AD compliance done and they have the coating on the internals of the crank hub to prevent pitting/corrosion from the acids in the stagnant oil sitting in the hubs/crank long term. I would take my prop off and drain the oil out of it in a bucket and clean all the old oil out of the crank. Then I would put it back together and run the engine with all new oil (with camguard, avblend or Phillips XC) and cycle the prop a bunch to get the new oil in there before you shut her down for duration. This should help keep your prop and crank hub in good conditions for the time the airplane is not being run or flown.
Or don't do any of this and get a good friend to come over and help keep your RV-10 flying

 

[StuBob]

It is absolutely true but its for the special issuance requirement not necessarily a Class 3. Basic Med is not a free pass when it comes to these certain conditions regardless of when you start using Basic Med. If a person experiences one of these special conditions while operating under Basic Med (or any class for that matter) there is no way for that person to self certify. This requires the person to obtain a special issuance at least once for those special conditions. In the case of Class 1-3, the special issuance will dictate how long it is valid. For Basic Med, its a one time process unless something new shows up that is on the list of conditions.

I have seen conflicting info on the following scenario and similar:
"Pilot has a valid special issuance for coronary artery disease where they had to have a stent in the past. They start flying PIC under the Basic Med program. Three years later they have to have another stent for coronary artery disease. Can they fly under basic med or not with their original special issuance or will they need to get another one for the new stent?"

Take a look at 14 CFR 61.53

View attachment 61415

View attachment 61416

Who’s Brad Zeigler? Like I said, there’s nothing in the reg (that I’ve seen) that says or implies that you have to go through the gauntlet if you develop one of the listed conditions while flying on BM. I agree what you’re saying makes sense, but sense isn’t always important.

 

[Tankerpilot75]

I have found the FAA Medical group try their best to keep airmen airborne. I’ve also found them willing to answer questions thereby giving you the best advice possible when a medical issue arises.

In 2017 (corrected year of event)I was diagnosed with multiple PEs (pulmonary embolisms) which of course were life threatening. Spent over a week in the hospital addressing the issue. Thought my flying days were over. Working with my AME I went through the SI process. Yes, it took six months, a few medical tests and lots of documentation but throughout the process I felt that CAMI at the FAA wasn’t out to get me, but instead just wanted to insure I was ready and safely able to return to flying. Once a third class SI was issued I flew on that for a year then went Basic Med.

Every year I get an annual “well baby” exam from my GP who is also my AME. Some people have suggested having my GP also as an AME is not smart. I disagree. Flying is a privilege I do not take likely. We should do everything possible to minimize the risk of aviation from maintaining a healthy body, mind and attitude towards risk avoidance and work to maintain proficiency and keep our aircraft in the best possible mechanical shape we can. As I’ve said numerous time: “the last thing I want to do is hurt someone else, hurt myself and/or damage my aircraft by being stupid or irresponsible by not following the rules.”

Here’s the email address for Dr. Melchor Antunan, CAMI Director. He’s one of the good guys and I’ve always found willing to give folks the opportunity to talk about the best path forward: [email protected]

 

[Brantel]

Who’s Brad Zeigler? Like I said, there’s nothing in the reg (that I’ve seen) that says or implies that you have to go through the gauntlet if you develop one of the listed conditions while flying on BM. I agree what you’re saying makes sense, but sense isn’t always important.

I have no idea why you think someone could hide behind the BM program once they start flying under BM. BM was not and has never been a blanket waiver for all conditions someone may experience in the future once they switch to BM.

Brad Zeigler is:
Aviation Safety Program Manager
Federal Aviation Administration

Take a look at 14 CFR 61.53

Take a look at 14 CFR 68

Take a look at AC68-1A

Take a look at the Basic Med FAQ

Its all right there in black and white. Anyone can chose to believe what they want but that does not make it true.

 

[StuBob]

Ok. There it is in print on the FAQs. Thanks. That’s all I was after.

 

[MacCool]

I have found the FAA Medical group try their best to keep airmen airborne. I’ve also found them willing to answer questions thereby giving you the best advice possible when a medical issue arises.

I don't mean to be argumentative, but I have found just the contrary. IMHO, the FAA medical process is a bureaucratic mess that in NO way serves the airmen as part of it's primary mission.

 

[RONSIM]

I am in the area (KCLW), CFII, built a -10, love to fly (for any reason) -- if you want to keep up your stick skills, would be happy to fly with you any time!

Ron

 

[Zero4Zulu]

I don't mean to be argumentative, but I have found just the contrary. IMHO, the FAA medical process is a bureaucratic mess that in NO way serves the airmen as part of it's primary mission.

I fully agree with this. I understand safety and that all precautions need to be met after a heart event. Not all cases are the same either. Having to wait for so long really only because the FAA is so bogged down with applicants or whatever, is not fair to pilots. Waiting for them to finally get to my case isn’t making me safer. All of my doctors that actually see me say I’m in great shape. Yet I can’t fly for God knows how long. I already sent their requested documents and now what, I’m back at the end of the line? Been waiting for months for their reply. Calling the FAA gets you nothing. Meanwhile we pay insurance, the plane sits, we get rusty, then when we finally get our Medical Certificate we’ll hop into our home made airplanes and fly…
Certainly there are solutions to rectify this long wait and corresponding with the FAA problem. For one thing the AME could have more authority to issue SI’s after conferring with our Cardiologist or other treating physicians. AOPA seems to give the FAA a pass on this mess but is real proud of the Basic Med deal. Basic Med is no use to me at this point.

 

[Mconner7]

Ok I made my decision to just park the plane and convert the insurance to ground only. The CI is due next month and I won’t be in any shape to complete it so will preserve the motor and hope the FAA gets around to my SI sometime this year…

 

[Mconner7]

I am in the area (KCLW), CFII, built a -10, love to fly (for any reason) -- if you want to keep up your stick skills, would be happy to fly with you any time!

Ron

Thanks Ron, I am going to park it until I can see some light at the end of the tunnel. I have a friend on the field with a -10 that will take me flying now and then.

 

[MacCool]

I fully agree with this. I understand safety and that all precautions need to be met after a heart event. Not all cases are the same either. Having to wait for so long really only because the FAA is so bogged down with applicants or whatever, is not fair to pilots. Waiting for them to finally get to my case isn’t making me safer. All of my doctors that actually see me say I’m in great shape. Yet I can’t fly for God knows how long. I already sent their requested documents and now what, I’m back at the end of the line? Been waiting for months for their reply. Calling the FAA gets you nothing. Meanwhile we pay insurance, the plane sits, we get rusty, then when we finally get our Medical Certificate we’ll hop into our home made airplanes and fly…

Exactly. After more than 50 years, I bailed on the FAA medical process and went Basic Med. I want my ability to fly to be between my doctor and me, not me and some faceless entity whose primary function is to serve the bureaucracy. At least my doctor is working for me.

 

[Dugaru]

I never considered Basic Med, but watching my friends patients struggle, hearing the frustrations of colleagues that are AME's, my own minor issues, and spending some time reading horror stories on one of the the other aviation forums, and especially watching a partner trying to slog through the HIMS process....I bailed on the FAA medical process and went Basic Med.

Agree. I’m currently watching a good friend go through FAA medical hell over a nit-picky issue that has ZERO relationship to his health or his ability to fly—the process can only be described as Kafka-esque. If you haven’t actually seen this process at its worst, you’ll have a hard time believing just how bad it can be. I’m sure there are good people at the FAA trying to do the right thing, but the entire regime needs to be rebuilt from the ground up.

 

[MacCool]

Agree. I’m currently watching a good friend go through FAA medical hell over a nit-picky issue that has ZERO relationship to his health or his ability to fly—the process can only be described as Kafka-esque. If you haven’t actually seen this process at its worst, you’ll have a hard time believing just how bad it can be. I’m sure there are good people at the FAA trying to do the right thing, but the entire regime needs to be rebuilt from the ground up.

I have many such stories. I have a good friend who is struggling through the HIMS process (ADHD). That pointless exercise is absolutely mind-boggling to me as a physician.

In fairness to Tankerpilot above, his PE experience was apparently 25 years ago. The bureaucracy has likely intensified since then.

 

[Dugaru]

The bureaucracy has likely intensified since then.

Good point. If it was ever worse than it is now, I’d be gobsmacked.

 

[jcarne]

I don't mean to be argumentative, but I have found just the contrary. IMHO, the FAA medical process is a bureaucratic mess that in NO way serves the airmen as part of it's primary mission.

I was going to just like this post but then decided a simple "like" wasn't enough! Perfectly said Mac

 

[Tankerpilot75]

In fairness to Tankerpilot above, his PE experience was apparently 25 years ago. The bureaucracy has likely intensified since then.

Your post made me relook at what I typed for the year of my PE event. I corrected it to 2017. No it wasn’t 25 years ago.

I understand how people can and often look at the FAA as government at its worst, particularly when dealing with medical and/or regulatory hurdles. I’ve never worked for the FAA but I do respect the work they do in trying to keep aviation safe. As I said above, it’s my opinion (we all are entitled to one) that flying is a privilege - not a right. And just like driving a vehicle, does need to be regulated to protect the public. I remember well the day our family had to sell my mother’s car because she was no longer safe behind the wheel. It was a crappy day for everyone involved, especially her, because she didn’t want to give up her driving privileges. She felt she was safe behind the wheel - she definitely wasn’t!

I’m not saying the FAA gets everything right. It’s just that they have the responsibility to make aviation as safe for everyone as possible - sometimes their processes do feel oppressive and cumbersome. That’s the price we pay for a regulated environment.

I apologize to the OP for the thread drift. His decision to me looks like a responsible decision until he regains his health and allows the system to function for the benefit of all. Good luck on your recovery.

 

[MacCool]

Your post made me relook at what I typed for the year of my PE event. I corrected it to 2017. No it wasn’t 25 years ago.

I understand how people can and often look at the FAA as government at its worst, particularly when dealing with medical and/or regulatory hurdles. I’ve never worked for the FAA but I do respect the work they do in trying to keep aviation safe. As I said above, it’s my opinion (we all are entitled to one) that flying is a privilege - not a right. And just like driving a vehicle, does need to be regulated to protect the public. I remember well the day our family had to sell my mother’s car because she was no longer safe behind the wheel. It was a crappy day for everyone involved, especially her, because she didn’t want to give up her driving privileges. She felt she was safe behind the wheel - she definitely wasn’t!

I’m not saying the FAA gets everything right. It’s just that they have the responsibility to make aviation as safe for everyone as possible - sometimes their processes do feel oppressive and cumbersome. That’s the price we pay for a regulated environment.

I apologize to the OP for the thread drift. His decision to me looks like a responsible decision until he regains his health and allows the system to function for the benefit of all. Good luck on your recovery.

We view the effectiveness and the methodology of the FAA Medical Branch very differently, not to mention the value and desirability of today's broader "regulated environment".

 

[Dugaru]

sometimes their processes do feel oppressive and cumbersome. That’s the price we pay for a regulated environment.

I’m actually fine with reasonable burdens imposed by government regulation, including some inevitable inefficiencies. But we deserve far better than the current FAA medical regime.

 

[howardtlcc]

Don’t go to any ame… go to someone who really knows the process. You might want to try to get a second class since they prioritize working pilots. But ask the ame. Try Warren Silberman. He used to work at the FAA. [email protected]

 

[BillL]

If you will be down longer than a month - definitely do something. A crankcase dryer for sure, Spark plug desiccants, and one or a couple of silica gel 500 gram packs for the exhaust. That will keep everything from corroding. Pickle will be special oil, and special procedure. A 10 friend had desiccant bags would not fit in the ex pipe so put them in plastic bags that sealed to the exhaust and just hung low.

Ideally you would fly with oil at 180 for an hour, land, purge crankcase, then add crankcase dryer and the other items mentioned. If that can not be done, drain and refill the oil instead of flying. That should get the condensate out. A recirculating dryer would be appropriate in this case - (dipstick - push in- pull out from breather tube)

2-3 lb of silica gel and recirculation should last several months. - like 6 if there are no leaks.

All the best on your recovery and getting that medical sorted.