AircraftOwner Online

    Last summer I took a non-pilot friend of mine, Paul Hodap, for a ride in my Fairchild PT-23. We departed ANE [Anoka, MN Airport] in the Minneapolis area, flying down the nearby St. Croix river, briefly crossing into Wisconsin. We continued past the locks on the Mississippi and on about 15 miles to one of the nicest grass airports in America, Stanton Field [SYN]. There we shot a couple of landings before taxiing in for a bottle of Coke out of an ancient vending machine and an ice cream sandwich from the honor system freezer, payment received in a used coffee can.

    The weather could not have been nicer. We continued our flight along the southern reaches of the Twin Cities metro area, reached the corner of the southwest metro near Flying Cloud Field then turned north along the western edge of “The Cities.” In doing so we passed over Lake Minnetonka which is actually a series of interconnected lakes with plush homes, beautiful beaches and lots of bars and boats. Staying quite safely under the MSP TCA, everything was visible. It was one of those flying carpet flights.

    When we landed back at Anoka County, Paul asked me, “What’s involved in getting your pilot’s license anyway?” I knew the flight had struck a cord. In a way I felt like missionaries from any religion must feel when they sense they have a convert. With a little more gentle preaching, just maybe we could win one more over.

    You can’t imagine how happy I felt when, just a few weeks ago, Paul called me to ask where he should go and whom he should talk to about taking flying lessons. As his office is very near Flying Cloud in the SW metro area I gave him several options. I went out with him for dinner last evening and he informed me that he now has 3.5 hours of flight time and is scheduled to fly two or three times a week until he is ready for his check ride.

    At our dinner, Paul asked me about airplane prices and what it would take should he ultimately decide to buy an airplane. I went through quite a few options with him, from LSAs to used 182s. He said his dream was to have a four-place airplane to fly on overnight trips “Up North,” as Minnesotan’s are want to say about weekend excursions to the state’s lake country. If I know my friend as well as I think I do, he will be finished with his license by late summer and will have a good idea of what aircraft he is going to purchase The whole process brings a smile to my face.

    This is why I am so pleased with the new EAA program that gives Young Eagles their first log book after their Young Eagles flight. Finally, after 1,000,000 kids, there is a plan to leverage that first flight experience into a first step for young aviators. The plan is a good one.

    After a Young Eagle gets their log book they also receive an invitation to take an online Private Pilot Ground School course free of charge. To keep them engaged, after they finish their first 10 hours of study, the EAA pays for a one hour flight lesson as a reward for sticking with it. The program is phenomenal. The very first Young Eagle to get a Private Pilots license will have received it by the time you read these words. This, my friends, is what aviation needs.

    I love what the wonderful people at the EAA and EAA chapters do for all of us. Introducing potential new pilots to flying is one of their greatest endeavors. So is bringing us all together at EAA chapters and fly-ins at the local level and the World Class event that is AirVenture Oshkosh every summer.

    As a member of the Young Eagles Committee I work with many others in an effort to raise funds to support the EAA’s outreach programs. After attending two airplane auctions in Arizona in the past two years I suggested reviving that tradition within the EAA, specifically at AirVenture. It makes a lot of sense. Where else could you find so many aircraft and so many potential buyers and sellers in one place? AirVenture is it and the EAA has announced that a First Class Auction, called The Spirit of Aviation Aircraft Auction, will be held at AirVenture this summer. Everybody loves an auction and pilots absolutely love aircraft auctions.

    The EAA has set up a very detailed Web Site, www.airventure.org/auction/ for those interested in buying and/or selling an aircraft at the auction.

    The Spirit of Aviation Aircraft Auction makes sense for everyone involved. The cost for participating as a buyer or a seller is very reasonable. And who could imagine a better venue than AirVenture? Even if you just go to watch it will be lots of fun. Plus it should give us some real idea of aircraft valuations. In addition transactions at the auction will help add liquidity to the aircraft marketplace. When planes sell, buyers often invest in upgrading their purchase with everything from pilot paraphernalia to engines and paint jobs. When the sellers sell their aircraft, they may well decide to invest in another. In all of this, the transaction fees benefit aviation and critical outreach programs like the Young Eagles Flight. It’s a win-win-win for everyone.

    If you are interested in buying or selling an aircraft this summer, I stongly suggest you visit the EAA Web site. And don’t forget, if you are looking to buy or sell an aircraft, you can do it here at AircraftOwnerClassifieds.com. All classified listings are FREE!

The Next Generation Air Transportation System (NextGen) may be changing the face of aviation technology, but the human body’s reaction to the ever-present, accelerative force of gravity is a constant. Described in units of “G,” this force causes a constant acceleration of 32 feet-per-second squared. A pilot in a steep turn may experience forces of acceleration equivalent to many times the force of gravity. This is especially true in military fighter jets and high-performance aerobatic aircraft where the acceleration forces may be as high as nine Gs. Air race pilots in a tight pylon turn also experience high G-forces, but the important thing to remember is that any aircraft operated in a maximum-performance profile will subject the pilot to acceleration that is greater than the one G acceleration encountered on the ground. Pilots need to understand this to successfully master flying.

 

Types of Acceleration

There are three types of acceleration:

 

Linear Acceleration involves a change of speed in a straight line. This type occurs during takeoff, landing, or in level flight when a throttle setting is changed.

 

Radial Acceleration involves a change in direction, such as a sharp turn.

 

Angular Acceleration involves a simultaneous change in both speed and direction, such as in spins and climbing turns.

 

A pilot may experience a combination of these accelerations, categorized as Gx, Gy, and Gz.

 

Gx acts from chest to back. Positive Gx pushes the pilot back as the aircraft accelerates during the takeoff roll. Negative Gx can occur during landing and pushes the pilot forward into the shoulder strap.

 

Gy acts from shoulder to shoulder. It is encountered during aileron rolls. Aerobatic pilots routinely encounter Gy.

 

Gz acts on the body’s vertical axis. If experienced from head to foot, as in pulling out of a dive, it is positive Gz. Negative Gz travels from foot to head, as when a pilot pushes over into a dive.

 

Respecting G-Force

Aviators need to understand and respect G-force, because any flight maneuver has the potential to expose the body to more than one positive Gz. When the pilot experiences positive Gz, the cardiovascular system must respond to keep blood flowing to the brain. One of the first indications of trouble may be a progressive loss of vision, because the eyes are extremely sensitive to low blood flow. If the rapid onset of G-force continues and the cardiovascular system does not keep pace, the result may be G-induced loss of consciousness (GLOC). NOTE: In some acrobatic airplanes it may be possible to experience GLOC without experiencing any early visual symptoms.

 

G tolerance is degraded by alcohol, fatigue, and dehydration. Lack of physical conditioning, a sedentary lifestyle, and smoking can also reduce G tolerance. A well-rested, well-hydrated, and fit aviator will be able to withstand higher G-forces. A regular conditioning program with a mix of aerobic exercise and resistance weight training will increase resistance to the effects of Gs. Regardless, a smart aviator will always include consideration of G-forces when it comes to flight planning.

 

Dr. Tilton received both an M.S. and a M.D. degree from the University of New Mexico and an M.P.H. from the University of Texas. During a 26-year career with the U.S. Air Force, Dr. Tilton logged more than 4,000 hours as a command pilot and senior flight surgeon flying a variety of aircraft. He currently flies the Cessna Citation 560 XL.

A well-worn book in my aviation library is Anne Morrow Lindbergh’s North to the Orient, which is the author’s account of the 1931 flight she and her famous spouse made from New York to China via the Great Circle Route. Modern-day pilots might envy her the lack of congestion and restrictions that characterize today’s National Airspace System (NAS), but Lindbergh stresses that some things never change:

 

“Flight rests, firmly supported, on a structure of laws, rules, principles—laws to which plane

and man alike must conform. The firm black lines which we ruled straight across Canada

and Alaska, preparatory to our flight, implied freedom, but dearly won. Months, and indeed

years, of preparation made such freedom possible.”

 

The kind of straight-line freedom promised by performance-based navigation (PBN) and the NextGen technologies that we highlight in this issue is also dearly won—and achieved through years of effort and preparation.

 

A Handy Resource

Not surprisingly, getting the greatest benefit from new procedures and technologies requires preparation and effort on the part of the pilot. A quick Google™ search will produce dozens of

documents with varying degrees of detail on the elements of NextGen and performance-based

navigation. If, however, you are in search of a singlesource reference on both “old” and new procedures for operating in today’s NAS, take a look at the FAA’s Instrument Procedures Handbook (FAA-H-8261-1A). Originally designed as a reference for pilots who operate under instrument flight rules (IFR) in the NAS, the FAA Instrument Procedures Handbook expands on information provided in the more basic Instrument Flying Handbook (FAA-H-8083-15). It includes advanced information for real-world IFR operations, such as detailed coverage of instrument charts and procedures. The Instrument Procedures Handbook specifically covers IFR takeoff, departure, en route, arrival, approach, and landing.

 

Best of all (at least for purposes of this issue’s theme), the handbook addresses the concepts and procedures for area navigation (RNAV), required navigation performance (RNP), RNAV routes and designators, and many other aspects of operating in today’s NAS. You will find a general discussion of these topics in the handbook’s first chapter.

 

General aviation pilots who use—or expect to use—RNAV(GPS) approaches will find it especially helpful to read and study chapter 5, “Approach,” which presents RNAV, RNP, and approaches enabled by the Wide Area Augmentation System (WAAS) in practical operational terms. Still another part of this chapter explains the concept and the charting of terminal arrival areas (TAA).

 

For the TAA discussion as well as for other sections of the Instrument Procedures Handbook, the

graphics and illustrations are great, too. Check it out, and let your new knowledge help you make the most of NAS modernization.

 

Susan Parson is a special assistant in the FAA’s Flight Standards Service. She is an active general aviation pilot and flight instructor.

    This month in AircraftOwner Online, my colleague Dr. Brent Blue has written about the surprise announcement made on April 2nd by the Administrator of the FAA that has removed the absolute bar to holding a medical certificate if the pilot is taking certain anti-depressant medications (click here to read his article). While Dr. Blue concludes, probably correctly, that few pilots will actually take advantage of this change, I viewed this announcement differently, and very personally.

    A few years ago, a local neurosurgeon wrote a letter to the editor, in one of the many aviation magazines I read, complaining that it is perfectly lawful for him to operate on peoples’ brains while taking anti-depressants as prescribed, but that it was absolutely illegal for him
to fly a 172 around the patch. I could relate to that. I travelled to the Civil Aeronautical Medical Institute (CAMI) in Oklahoma City and spoke with several of the doctors there about the rumors that the FAA would approve anti-depressants for pilots and was told that, while the idea was not off the table entirely, it might take years. This was hardly good news for me.

    Eleven years ago, following a great many horrible events, my doctor advised me that I would have to take anti-depressant medications for the rest of my life if I wanted to avoid the possibility of another depressive episode. He advised me that the psychiatric literature indicated that adults over 40 who had experienced major depressive events, should be placed on low doses of anti-depressants as a prophylactic measure to prevent future depressive episodes. As much as flying had become the central point of my life, I knew that I would do anything I had to NOT to have another bout of out-of-control depression. At that point, I understood that I might never sit left seat solo in an aircraft again. I sold my interest in a beautiful aircraft, and I tried to satisfy myself with hitching rides with others. It didn’t work. There has been a huge hole in my life for over a decade. On April 2, 2010, for the first time, I got new hope, and that hole has begun to close.

    There is now a procedure available for me to be able to demonstrate that I am no longer depressed, although I take anti-depressants to make sure that I my serotonin levels will not allow any situational depression I may experience to spiral out of control. I can now apply to an AME for a medical and start along the long path to a special issuance from Oklahoma City. It may take a year or more to get my medical back, and I may have to spend a lot of money and subject myself to a lot of tests, but now I know that I have a fighting chance to get back in the left seat again.

    I must confess that there were many times over the past decade when I considered whether to attempt to obtain a medical certificate by “forgetting” that I was on anti-depressants. I might have gotten away with it, but my enjoyment of flying would have been tarnished by a constant fear that I would be found out and have my licenses revoked for intentionally falsifying my medical information to the FAA. I chose to simply endure the situation and to try to work for a change in the policy.

    Whenever possible, I have attempted to demonstrate that the FAA’s former position making anti-depressants automatically disqualifying was an absolutely prehistoric view of the current state of medical knowledge. I pointed out that having a pilot – particularly an airline pilot – who really should be on anti-depressants because of his or her chemical imbalances and resulting mental state of depression, refusing to have them prescribed for fear of losing his or her job and ability to earn a living and to support a family, was a lot more dangerous to the flying public than having someone who has been properly diagnosed and treated, whose symptoms are under control, exercising the privileges of his or her certificates. [When Administrator Babbitt made his announcement, he closed by saying that perhaps, if the pilot who flew his Piper Dakota into the IRS building in Texas had been taking the anti-depressants he may have required, we might not have had this tragedy which focused tremendous negative attention on private aviation.]

    Most of the FAA doctors with whom I have spoken over the years knew that the official position did not make sense. They even identified Canada and Australia as having very successful programs where anti-depressants were commonly used in the pilot population without problems. It appeared to me, however, that there really wasn’t any institutional momentum for the FAA to add the United States to these countries in this regard, and, knowing how long it takes this bureaucratic entity to get things done most times, I was not optimistic of any change to the policy.

    Dr. Blue is probably correct that not many pilots will take advantage of this change, but I know of at least one, and probably several more – including one neurosurgeon – who are deeply grateful for the opportunity to demonstrate our qualifications to fly safely. Kudos to the FAA and to all of those advisors who helped make this new policy a reality. I usually spend a lot of time doing battle with FAA and criticizing the things that I feel they do wrong. It actually feels great to be able to compliment the FAA for at least one thing that I feel they got right.

    Thank you FAA. Thank you CAMI. Thank you Administrator Babbitt.

SWAT Dogs and Tawny Port

 

By Judith R. Lear

 

As a flight school owner and aircraft broker I am frequently required to travel for business.  The purpose of these trips may vary; for instance, my partner and I may be hired to ferry aircraft back into our area or to handle a closing on an aircraft much like a real estate broker would close a property or to inspect an aircraft and/or all of the three.  For the most part these trips are not only enjoyable but educational.  And then there are those that make you question the very core of this country’s fiber and the essence of its heart and soul. 

 

One spring two years ago I found myself on such a trip.  We had been hired by a business man named Hans, who was quite fed up with airline travel and decided to buy a twin engine, private airplane.  By his calculations the time and money he would save on his trips -- including the salary of the pilot -- was more beneficial to him than the current option of flying the airline. 

 

We had just returned from St. Louis on another closing when the agent of a twin engine aircraft located in CA called to counter a bid I had submitted for Hans.  After haggling with the seller’s broker, a final offer was agreed upon and the next step was put into play; confirm a clear title, inspect the plane and the aircraft logs and fly it home to Virginia.

 

Over the years my partner Tom and I have made many aviation related friends along the way.  One of them was Rick, who had recently moved to Las Vegas.  We decided the first stop would be Vegas to visit Rick. 

 

As a veteran pilot instructor of 33 years, my partner was definitely the one who wore the pants in the flying arena and I trusted his judgment unquestionably.  One of his stead fast, no exception rules when ferrying a plane was day flying with Visual Flight Rules (VFR) only.  So it would be with this flight, also. 

 

After spending three days in Chico CA inspecting the plane and preparing the closing documents we were ready for our voyage home.  After reviewing the course I was surprised that Tom had charted us straight across the Sierra Nevada’s; albeit, at their lowest elevation!  Hmm, may I retract that statement about trusting Tom unquestionably?

 

Since the buyer’s pilot, Anthony, was with us to pick up the plane I would ride back seat instead of my usual right seat co-pilot.  Along the way Tom would instruct Anthony and at the end of the trip sign off on his multi engine endorsement.  That is if Anthony could keep Tom awake long enough to do so!   Did I mention that this was also part of the responsibility of the right seat?  As a helicopter instructor and fixed wing pilot Anthony proved himself a worthy student.  He not only handled the aircraft proficiently but by remained relaxed as Tom occasionally nodded off. 

 

Then it happened!   The plane began to climb uncontrollably.  Maintaining an altitude even remotely relevant to 14,000 feet became impossible.  We were “wind surfing.”  As a preliminary precaution we had all been sucking O2 since we exceeded 10,000 feet so there was no risk of hypoxia; however, Anthony, a flat-lander was alarmed.  I heard him exclaim nervously over the intercom, “I can’t control the altitude!”  Now fully alert Tom instantly calmed the young pilot.  “Just go with it, don’t fight it.  The plane will level out.

 

Needless to say from the back seat I had my eyes glued to the instruments, particularly the altimeter.  I watched as the needle uncontrollably rotated clockwise: 15,000, 15, 500 …16,000 and so on until we had reached 17,500 feet very near the aircraft’s ceiling!  Tom, ever cool, assured Anthony that we would level out and I’ll be damned if we didn’t! 

 

Anthony clearly relieved resumed his “role” as pilot in command, while I ceased my incessant wriggling in the back seat.  Tom went back to sleep.  The plane gracefully gained and lost altitude over the mountains wind surfing until we had cleared the ridge and began preparations to land.  We had been on Flight Following with the tower since leaving Chico so we called ahead and announced our intent.  The landing was perfect and Anthony required no intervention from Tom.  We were in Vegas!  Party time!

 

In my experience dealing with pilots, I’ve found there to be two types: the fly hard and fast, all business behind the yoke but party just as hearty type A and the studious, clean cut t-totaler’s type B like the image the commercial airlines portray.  The line seems equally drawn right down the middle.  Did I mention we were the former?

 

Prepared to experience the sites and landmarks of Las Vegas we met Rick at the private airport.  We weren’t disappointed with Rick’s hospitality but knowing what lay ahead – or so we thought -- we called it a short night.  Once back to the hotel we charted the course for the next day; right over the Grand Canyon.

 

Now if you think our flight was unnerving the day before … well … just let me say I had no clue what we were in for in the latter part of this flight -- thermals!   However, for now we effortlessly soared to10,000 feet cruise altitude and I settled into the back seat with book in hand.

 

Kaboom!  I was lifted -- I swear -- a foot off my seat!  Instinctively I looked out the port hole to see if the wings were still attached.  They were, but I feared they would soon depart the aircraft if we hit turbulence like that again!  The flight was so rough I could barely appreciate the scenic view beneath me.  I recalled water skiing as a teenager and the best way to describe the airplane’s attitude was skiing over rough seas at high tide!

 

Once again the Anthony-Tom team landed us safely on the ground.  This time the port of call was San Antonio, TX.  I jumped out of the plane obviously shaken, never so eager to disembark a vessel in my life.  Nearly running now, I stayed far enough ahead of the two pilots that they could barely lip read my demand.  “I need a drink!”  Tom and Anthony trailed behind me laughing and I suspect the joke was on me!  Of course, why that might be I haven’t a clue!

 

Ready to accommodate my demand -- a rare occasion in itself -- we chose a hotel near the airport that also had a bar.  It never ceases to amaze me how truly unique and different our country can be travelling from one area to the next.  And by air, the differences are even more dramatic.  Less than 5 hours before we had left the bright lights of the Las Vegas Strip and were now seated in a restaurant, complete with waiters dressed as cowboys and severed bull heads hanging off the walls! 

 

We all ordered steak cooked to perfection and a stiff Scotch and water for me; surprised?  Again, not knowing what lie ahead on our next leg, we left the restaurant and had a nightcap at the hotel bar.  We all retired early that evening electing to chart the next day’s course in the morning.

 

It was a beautiful, clear VFR day along our charted course and the temperatures were expected to remain warm along the southern route.  Determined not to chance another turbulent flight cold sober, I insisted we stop at the liquor store on the way to the airport, where I picked up a bottle of port.  I would put myself in the class of a moderate to light drinker especially in relation to my pilot team but today I would make the exception.  Once again, I took my leave to the back of the plane, only this time I was going to enjoy it regardless of the conditions!

 

The liquid did its job.  I was comfortable and relaxed and not at all concerned that the weather had turned sour somewhere along the route.  I did notice the commotion up front, while Tom and Anthony dodged the dark full clouds rapidly forming around us.  Due to inclement weather the decision to land was made and we found ourselves in a small southern Georgia town.  The sights and sounds of this laid back town could have been taken straight out of a scene from The Dukes of Hazard!  It was only mid afternoon when we landed and reasonably sure this would be our last stop before arriving Virginia; we elected to clean the plane.  Due to my fairly tipsy condition, I didn’t mind at all that I completed most of the work and luckily the pending rain held until we had finished.

 

We gathered the luggage -- and the empty port bottle -- and strolled across the ramp into the small terminal where we discarded the evidence.  We ordered fuel, called the hotel shuttle and waited in front of the terminal until the van arrived.  No sooner had I placed my hand on the door of the vehicle than we were swarmed by law enforcement officers!  The local sheriff was there, along with the FAA, the DEA and their dogs and the local police!  It was a movie scene straight out of a sting operation that left us dazed and confused.  Of course, my first thought was, “How did they know I was drinking on the plane?”  But as quickly as the thought occurred, it vanished with the realization that I had done nothing illegal.

 

The officers quickly and assertively disbanded our team and separated us for questioning.  As we were led away from each other our eyes were full of question and not in the least, fear.  As a group we were totally dumb founded and had no idea why we were being stopped.  I watched Tom as the DEA and FAA led him back to the ramp where the plane was tied down.  It was only later that I learned that they had ordered him to nearly disassemble the aircraft right on the ramp!  One by one, he removed the seats and the carpet as the sniffing German Shepherds performed their duties.

 

Since Anthony was not Pilot in Command and I was merely a passenger, we were held where we were stopped being drilled about our “intentions.”  I couldn’t hear Anthony’s questioning, but I clearly recall my own.  “Where are you coming from?  What business do you have with this plane?  Who owns it, and where is it headed?”  On and on the questions were fired at us and I could tell by Anthony’s body language, he was nearing his tolerance limit.  I wondered how long it would be before this young former marine would have had enough.  Meanwhile, I responded to the barrage of questions as quickly as I could, all the while praying silently that the officers would not smell the wine on my breath.

 

With the officers in tow ever cool Tom led his entourage leisurely past us laughing at something he had murmured to one of them.  As unexpectedly as we had been apprehended we were released with orders not to leave the area until we were notified that the investigation had been concluded.  As quickly as they stormed the airport environment the officers were gone, leaving us wondering, “What the hell just happened?”

 

Forced into sober reality, my thoughts rushed forward to what in the blue blazes I was going to tell the new owner!  The scene played out in my head.  “Ah, sorry Hans but we’ve been detained in cow-dunk GA with your half million dollar airplane.  Why, you ask?  I haven’t a clue.  When will we return?  Beats me -- we haven’t been told, yet.”

 

Oh, my … not good, not good at all!  What on earth were we going to do?  I didn’t know about Tom and Anthony but I felt like I was playing out a Laurel and Hardy skit complete with the phrase, “Well, Ollie, it’s a fine mess you’ve gotten us into, now!” 

 

Finally at the hotel we agreed to plot our next course of action -- which was -- call a lawyer!  And as the group’s mouthpiece, I was elected to call the new owner.  As luck would have it, I fretted over nothing.  Hans laughed hysterically as I hemmed and hawed through the sequence of events.  Did this sharp business man recognize something about our flight crew that I had not?  Could that be why he thought our excursion was so funny?

 

The guys claimed neither of them slept well the night before and I know I didn’t.  Breakfast in the hotel restaurant was quiet with the exception of charting the course home.  That is, if and when we were ever released to leave!  We never knew beyond our own speculation why we were stopped and detained that early spring day.  Only that we were, and more importantly that they could.  Fortunately, the plane was clean and even with all the checks and balances in play, you can never be completely sure of what you may be in for when you transport an unknown aircraft.  Sometime that morning our background checks all cleared and we were released to go. 

 

Solemnly, we departed the field clawing our way once again through the GA clouds, this time determined to make it home.  Thankfully the final leg was uneventful and for the first time during the trip we were escorted by a turbulence free, tail wind for most of the flight home.  At last from three miles out PVG was in view.  I couldn’t recall ever being as happy to view the cross wind runway at our home base. 

 

  We were greeted by an excited and satisfied customer while taxiing up to the ramp of the sales office.  Tom offered to take the new owner up but Hans generously declined, instead opting to take over my seat in the rear.  Anthony proudly showed him all the bells and whistles with which his new plane was equipped.  Waving off Hans’s invitation for a celebratory dinner, Tom and I left knowing that even with the unexpected detours we had done our jobs successfully.

 

Now as I write this, nearly two years have passed and we have continued to relocate aircraft each with its own distinct story.  I am happy to note here that none, however, can top our unexpected layover in Georgia.

 

 

Editor’s Note:

 

Rick Carmichael has now joined the Lear Stevens Aviation Services, Inc. team! 

 

 

 

     

  

 

 

 

 

If you have any inclination to purchase a “new” aircraft the ideal time may be right now.

There are some really great deals in aircraft floating around these days. If you are in the market, these next few months might well be the time to break into the piggy bank, negotiate hard and pull the trigger. If we are on an economic rebound, the low prices I’ve been seeing lately won’t stick around.

And, what I have been seeing are some very good deals.  For example, I just heard of a Cessna 185 with good times, on amphibs for $250,000. Then I just noticed a one owner (a Fortune 500 company) Cessna Citation 500 with comparatively low times for less than $500,000.  I also ran across a Caravan on amphibs you could have picked up for sub $600,000. And I have seen some really great prices on Beech Barons.    

Right now, I think you can take a look at V-ref or the Blue Book and offer “wholesale” prices with a good chance your offer will be accepted.  It’s definitely a buyer’s market. 

Which brings to mind:  The EAA is running their aircraft auction on Saturday at AirVenture this summer.  That will be very interesting to watch and should help us get some additional definition in the marketplace.  

In the mean time, if you hear of any crazy great deals, post them here so we can get a feel for where this market is going.  We also have many good listings in the AircraftOwner classified area.

 

My friend, Rod, who flies helicopters throughout the west during the fire season, had been asking me to come visit him and his significant other, Liz, in their new home in Georgetown, CA for some time. Georgetown is not far from Placerville, where I visited them in my R22 back in November 2003. It’s also not far from Sacramento. So when Apple Inc. invited me to show off my latest Mac OS book at an internal event in Elk Grove (just south of Sacramento), and the Arden Fair Apple Store gave me a time slot for a presentation on the same day, it seemed like a perfect excuse for a cross-country flight in my five-month-old Robinson R44 Raven II helicopter. Nothing like mixing business with pleasure.

 

I took off from Wickenburg on Tuesday May 3, 2005 just before 9 AM. I’d planned the flight out and had checked the weather. Except for moderately high winds in the Edwards Air Force Base area of CA, the weather looked good and I was confident that I’d make the 500+ mile trip in one day. My calculations showed about 5-1/2 hours with two fuel stops. I headed almost due west from Wickenburg, with Twentynine Palms punched into my GPS as my first waypoint. That was a distance of about 150 miles.

 

It was all familiar terrain; I’d flown the route before. It passes just north of Aguila, slips through Cunningham Pass in the Harcuvar Mountains, cuts across the barren desert, and crosses the Colorado River just south of Parker. Then it’s more barren desert, marked up by the tread tracks of World War II tanks. The area was used extensively for tank training, and the two-track marks are still clearly visible from the air for mile after mile. I crossed over the town of Rice, which is no more than a deserted landmark. The flying was smooth and I listened to tunes on my iPod as I flew. It’s a good thing I had the iPod for entertainment, because there was very little beneath me worth noting. I skirted along the northern boundary of Joshua Tree National Park toward Twentynine Palms. There were signs of civilization beneath me. Small square houses scattered on the north side of the road. All of the homes were abandoned and there wasn’t much around them to indicate why they’d been built in the first place.

 

I crossed over Twentynine Palms and my GPS automatically steered me toward the next waypoint, Williams. There was nothing going on at Twentynine Palms, but at least I was flying over a good-sized town with things to look at. I’d flown to Williams airport before, but it wasn’t called Williams. I couldn’t remember what it had been called until I flew over it again: Hi Desert. It was painted on the runway. The place had been for sale the last time I’d stopped. I’d been in the R22 and had stopped there for fuel. It had one impressive home on it and the rattiest restroom I’d ever been in. I guess someone bought it and changed its name. I didn’t stop that day; the R44 holds more fuel so I didn’t need to stop until my next waypoint, Apple Valley.

 

There was a student pilot in the pattern at Apple Valley when I arrived. I think he was Asian, if his accent was an indicator. I got in behind him on downwind, watched him turn base and final, then cut in behind him, crossed the runway, and landed on the ramp. There were two men there, sitting in the shade of an Decathalon’s wing. After I landed, one of them climbed aboard and taxied away, leaving his companion on the ramp. I shut down and walked to the FBO to place a fuel order. Then I hit the terminal for the bathroom and a bite to eat. It was about 11:20 AM and I was right on schedule. I’d planned to leave Apple Valley by noon.

 

The restaurant at Apple Valley, Leonard’s, wasn’t anything to write home about. But it does make hot food. I ordered bacon, egg, and cheese on an English muffin -- they serve breakfast until 4 PM -- but was told that I could save money by ordering one of the breakfast plates. Rather than argue with the waiter, I just ordered what he suggested. When the food came, it was bacon and egg on a buttered English muffin with potatoes on the side. No cheese. Whatever.

 

Outside, a biplane landed and picked up the man who’d been on the ramp. I started thinking about whether it was possible to cross the country as a hitchhiker at small airports. You know, hitching rides with local pilots who are going 20 or 30 or 50 miles in the direction you want to go. Sounds like a summer adventure when I run out of money and have to sell Zero-Mike-Lima.

 

I paid for my breakfast and fuel, did a walk-around of Zero-Mike-Lima, and climbed on board. When I took off, it was just after noon. The first waypoint was Southern California Logistics (Victorville), the only towered airport I transitioned. It was about 10 miles from Apple Valley, so I reached it quickly. The controller cleared me across at 2800 feet and gave me the altimeter setting.

 

Victorville is an airliner graveyard. The last two times I’d crossed over it, I’d noticed a lot of Tower Air planes. A friend of mine, Alta, used to fly for Tower. This time, there were lots of United planes. The Tower planes were in the process of being chopped up. It was a very sad thing to see.

 

From Victorville, I flew toward Rosamond. On my last trip, I’d been stuck at Rosamond for an overnight stay because high winds made it hazardous to cross the mountains. I had no plans to ever stay at Rosamond again.

 

My flight path took me over even more empty desert with even more deserted homes in the middle of nowhere. To the north, I could see the huge dry lake bed of Edwards Air Force Base. But it wasn’t all dry. The heavy rains in the southwest seemed to have filled the southwest corner of the lake bed with water, making a shallow lake. Rosamond’s lake was full or overflowing, too.

 

I flew over the airport at Rosamond, exchanging calls with a southbound airplane pilot who passed about a half mile to my left about 200 feet up. Then I headed north, toward Tehachapi, where I planned to cross into the central valley.

 

The mountainside approaching Tehachapi from the south is a wind farm. There are hundreds of windmills. The 15-20 knot winds forecast for that time of day in the area didn’t seem to have materialized. It was a relatively smooth flight as I climbed over the windmills. Only about 2/3 of them were spinning. New ones were under construction. It was nice to see that someone was interested in alternative energy sources back then.

 

I crossed over the mountain town of Tehachapi and its two small airports. One of these days, I’m going to land there.

 

Next waypoint, Porterville, 62 miles northwest. I’d programmed all of this into my GPS, so navigation was an breeze. I backed it all up by keeping track of my location on a sectional chart. The charts were all piled up on the passenger seat, folded so I could see what I needed to. Very neat.

 

A while back, I saw an AOPA safety video about situational awareness and over dependence on GPS for navigation. If your GPS fails, do you know where you are? I’ll never forget that video. That’s why I have the charts to back me up.

 

I was descending over the foothills of the Sierras, about halfway between Tehachapi and Porterville, when I started hearing a weird metallic clicking sound. It sounded like the seatbelt latch being snapped. Once, twice, a few times more. Then a steady but irregular stream of clicks. I looked around in the cabin, but could not figure out what was making all that noise. My instruments looked fine, the helicopter was handling fine. What the hell was it?

 

I was starting to think about making a precautionary landing, when I looked through the bubble as a huge bug hit the Plexiglas. Splat! Then clink! I was flying through a bug storm and the clinks I was hearing was the sound of bugs hitting the rotor mast shroud and skid pants. Sheesh! I descended a bit, but it didn’t subside. I started wondering whether the helicopter was being damaged and felt helpless to stop it. It went on for at least fifteen minutes. Then the sounds subsided and I continued my flight looking between bug splats.

 

The terrain here was gently rolling hills of greenish grass with scattered trees. Pretty but not outstanding. Not much in the way of civilization, although I did cross over a few remote ranches. By the time I got to Porterville, I was down in farmland. There had been some mild turbulence as the wind over the hills tossed me about. But then even that subsided. I was flying at about 500 feet above the ground with a white haze above me and limited visibility in all directions except down. Welcome to California’s Central Valley. I could see the ground perfectly well. The radio, which I tuned into the proper frequencies for radio calls throughout my flight, was quiet. No one was interested in flying in this white muck.

 

I passed over Sequoia and Reedley on my way to my next fuel stop at Mariposa. Somewhere along the way, I left the farmland and started climbing back into the foothills. By the time I reached Mariposa, I was in rolling mountains full of thick green grass and flowers, dotted with tall trees and cows. I crossed over a small herd of cattle on a hilltop, scattering what looked like javelina, before landing on the taxiway.

 

Two airplanes were at the self-serve fuel pumps. One had already fueled and its door was open but its pilot was nowhere in sight. The other was being fueled. A few men were chatting nearby. I hovered for a moment, then set down on the ramp about 30 yards away to wait. Spinning. Burning fuel. You think these airplane pilots would get the hint, but they were either being very dense or very rude. After about 10 minutes, I picked up and moved over to the other side of them, making it clear that I was waiting to get at the pumps. By this time they were both done fueling and they were just bullshitting. Seeing my helicopter a bit closer (and feeling its rotor wash) woke them up. They climbed on board and moved so I could get at the pumps.

 

The airport was beautiful. Well, the airport wasn’t beautiful. The area around the airport was beautiful. To the northeast was a high hill covered with grass and trees. As I fueled my helicopter, a cow and calf walked by on the other side of the fence. I could hear cows calling to each other. I took a photo, but it doesn’t do the place justice.

 

The airport staff was unhelpful and unfriendly. But the fuel was the cheapest around. And the bathroom was clean. So I guess you could say it was a good stop.

 

I took off on my final leg to Rod’s place, passing over Columbia and Placerville on the way to the coordinates Rod had given me. I passed over many canyons filled with rushing water. It was really beautiful -- so different from the barren desert I’d been flying over earlier in the day.

 

I zeroed in on the coordinates without much trouble, but beneath me were just trees and houses. On my third circle, I saw Rod down below, waving at me. I recognized his house from the pictures. I set up for an approach and started in. But the landing zone was surrounded by tall pines and I had to fly right over his neighbor’s house to land. I was about even with the treetops when I decided that I didn’t like the LZ. I added power and pulled out. I circled around, waved to Rod, and headed for the airport at Georgetown, only 2-1/2 miles away. (For the record, I did land there in September 2009 when I came through from Seattle to Wickenburg with my husband. But that’s another story.)

 

Rod arrived as I was cleaning bugs off the bubble (for the third time that day). He gave me a big hug and spent some time admiring Zero-Mike-Lima. Then we loaded my gear into his Jeep and headed back to his place.

 

The following days were a lot of fun. The helicopter stayed parked – except for short rides for Rod, Liz, and Liz’s nieces – so I won’t bore you with the details here. In the coming weeks, I’ll tell you about the return flight, which wasn’t nearly as smooth.

 

 

Maria Langer is a freelance writer and commercial helicopter pilot based in Arizona. The owner/operator of Flying M Air, LLC, she flies passengers on tours, day trips, and multi-day excursions throughout the southwest. Maria’s stories about flying helicopters will soon appear in a new book tentatively titled, Flying Helicopters: My First Ten Years. You can visit her online at www.MariaLanger.com.

 

Okay, I admit it: I love gadgets, especially gizmos that let me dispense with paper. Address book? That’s in the iPhone, which is also well-stocked with a variety of handy aviation apps. Latest version of a draft magazine article? That would be on the thumb drive—but also accessible via a newly-acquired app that lets me put files in one place and read them on any device with an Internet connection. Weather info? The stack of dot-matrix printer paper I used to lug around has long since been supplanted by datalink weather acquired through a collection of handheld and panel mounted devices. In my increasingly paperless world, the recent arrival of updated paper instrument approach procedure (IAP) charts is admittedly something of an anomaly. I do like the “security blanket” aspect of those neatly folded paper charts, possibly because I have personally seen how one mistaken button-push can lead to instant and simultaneous amnesia for two GPS moving-map navigators. Paper prevailed on that occasion. Still, the lure of lightening my flight-bag load and dispensing with the clutter of a papered airplane is strong. Envy of a pilot pal’s e-chart setup was the final push I needed to do some basic research into the concept of the Electronic Flight Bag (EFB). Here’s what I learned. There’s a Doc for That Like airplanes themselves, EFBs come in a variety of forms, capabilities, and restrictions. The FAA defines those forms, capabilities, and restrictions—plus the term itself—in Advisory Circular (AC) 120-76A, Guidelines for the Certification, Airworthiness, and Operational Approval of Electronic Flight Bag Computing Devices. It can be found at: www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/23222. Let’s get one important point on the table right away: As stated in the opening paragraph of AC 120-76A, the guidance material in this AC applies to the usual collection of commercial operators in Title 14 Code of Federal Regulations (14 CFR) part 121, 125, 129, or 135 operations. For 14 CFR part 91, it applies to large and turbine-powered multi-engine aircraft operating under 14 CFR part 91, subpart F (which covers fractional ownership), but only if the operating regulations require specific functionality and/or equipage under 14 CFR section 91.503 for Flying equipment and operating information. Other part 91 operations—including those of us who fly light general aviation aircraft for business or pleasure—do not require any specific authorization for EFB operations, as long as the EFB does not replace any system or equipment required by the regulations. Yet, even if the EFB conditions and restrictions outlined in the AC don’t apply to the kind of flying you currently do, it is still useful to know how the FAA defines and classifies these devices. The ABCs of EFBs Advisory Circular 120-76A defines the term EFB as: An electronic display system intended primarily for cockpit/flight deck or cabin use. EFB devices can display a variety of aviation data or perform basic calculations (e.g., performance data, fuel calculations, etc.). The scope of EFB system functionality may include various hosted databases and applications. Physical EFB displays may use various technologies, formats, and forms of communication. These devices are sometimes referred to as auxiliary performance computers (APC) or laptop auxiliary performance computers (LAPC). The FAA categorizes EFBs in three classes. Class 1 and Class 2 EFB systems are both based on commercial off-the-shelf (COTS) systems and both are considered to be personal electronic devices (PED). Also, both are portable (not permanently installed in the aircraft). The difference between Class 1 and Class 2 is primarily derived from how they are mounted in the aircraft and what must be approved. A Class 1 system is not attached to an aircraft mounting device, aircraft primary power supply, or data connectivity. Class 1 EFB systems can be used both on the ground and during flight, but must be stowed for takeoff and landing. They are limited to providing supplemental information and cannot replace any required system or equipment. A Class 1 EFB may be connected to aircraft power through a certified power source to operate the EFB and recharge its batteries. A Class 1 EFB can display tabular data, such as performance tables, checklists, and the pilot operating handbook (POH). A Class 2 EFB system can be attached to a structural-mounting bracket to ensure that it does not interfere with other aircraft systems. Though considered a PED, the use of a structural-mounting bracket made only for that device means that a logbook entry is required to remove a Class 2 EFB from the aircraft. A Class 2 system can be connected to aircraft power and to a certified data connection in order to exchange data with aircraft systems and make interactive performance calculations. In addition, a Class 2 EFB can be used to compute weight–and-balance information as well as takeoff and-landing V-speeds. It can also provide flightcritical data, such as navigation charts. Since it is not necessarily stowed for takeoff and landing, a pilot can also use the Class 2 EFB to display departure, arrival, and approach charts. Class 3 EFB systems, which are the most capable, require approvals. A Class 3 EFB system is installed equipment that, with exceptions for user-modifiable software used to host certain kinds of applications, requires a Supplemental Type Certificate (STC) or certification design approval as part of the aircraft equipment. It is also subject to certification requirements that enable additional applications and functions. Know When to Hold ’Em There was a time when features such as moving maps, airport diagrams, and datalink weather existed only on Class 3 EFBs. Today, however, these functions (and many more) are available in Class 2 models that are—as the COTS characterization would imply—widely available commercial devices that anyone can buy. However, due to lack of airworthiness approval to demonstrate reliability, the display of “own-ship” position in flight on a Class 1 or Class 2 device is not authorized where regulatory compliance is required. A unit with current IAP charts can be characterized as a Class 1 EFB, if it is not attached to the airplane, or as a Class 2 EFB, if it is mounted in the panel. The question is: Can you legally use an EFB? According to the guidance, 14 CFR part 121 and 135 operators must obtain specific operational authorization to use them. For those in part 91 operations, however, the FAA states that use of Class 1 and 2 EFBs to replace paper charts is at the pilot’s discretion. Know When to Fold ’Em That’s good news, of course, but pilots of paperless airplanes need to use that discretion wisely. Reasons for caution include: - Devices not subject to FAA approval of components or installation are not guaranteed to provide the kind of reliability you expect from products that have successfully made it through these processes. - Devices can fail, and they often fail at inopportune moments. In the personal example mentioned earlier, the pilot’s hand was jostled by turbulence and he accidentally pressed the GPS data-card ejection button instead of the flight-plan key he meant to activate in response to an amended ATC clearance. The unit—and the secondary unit configured for “cross-talk” with the primary navigator—immediately went into reboot mode and “forgot” everything connected with the flight. - The cables, cords, and antennas required for portable EFBs can create more clutter—and, potentially, more hazardous clutter—than the paper charts they are intended to replace. The bottom line: EFB technology is available here and now, and proper use of any class of EFB system can improve efficiency and safety while eliminating considerable weight in paper. Sounds like I need to shop for my next gadget. Susan Parson is a special assistant in FAA’s Flight Standards Service. She is an active general aviation pilot and flight instructor.

In a surprise announcement, the FAA announced April  2nd, that for the first time, it will allow pilots to fly on anti- depressant medications. There are multiple caveats and “gotchas” but it is a remarkable forward step for the normally conservative bureaucracy in understanding this disease.

 

I am one physician and AME that is glad to see this change. I have always said that I would rather be flying with a pilot with depression controlled on medication than a pilot who is depressed and needs medication.

 

Mild to moderate endogenous depression is very responsive to antidepressant medications mainly because it is a medical disease with psychological symptoms. Endogenous depression is due to an inadequate level of serotonin in the brain. When this chemical is below normal levels, a person will be depressed regardless of the life events around him. Unfortunately, serotonin does not cross the “blood-brain” barrier so it is not measurable in the blood. If it were, the diagnosis and treatment of depression would be immeasurably easier.

 

The FAA’s policy allows for the use of four medications for depression. They are
fluoxetine (Prozac), sertraline (Zoloft), citalopram (Celexa), and escitalopram (Lexapro). These are very common, non-sedating medications, which have a long history of use with minimal side effects. In order to gain approval, the pilot must be stable on one (and only one) of these medications for 12 months. That means if a pilot was on non-accepted medication, he would have to change and then be stable for 12 additional months before he could apply for the certificate.

 

The initial consideration of a special issuance for depression also requires a consultation with a psychiatrist that describes the patient’s condition and full details of the treatment. As I interpret the written criteria, this evaluation could not be a primary care physician (PCP) who has been treating the patient but must be a psychiatrist. Since 90% of patients with depression are treated by PCPs, this is going to be a hurtle. I can assure you that a psychiatrist is not going to be excited about doing a consult on a well control, mild to moderately depressed pilot, in order to write a letter.

 

In addition to the consultation, the pilot will be required to take several psychological tests including COGSCREEN AE, Trails A/B, Stroop Test, CCPT, PASSAT, and Wisconsin Card Sorting Test. A psychologist usually administers these tests so a second consult will be required and the cost is attention getting.

 

The pilot will also be required to write a statement describing his history of medication use and mental health status.

 

Once everything above is all completed, a specially trained AME (HIMS trained) must review all the material and make a recommendation for a SI certificate to Oklahoma City. HIMS trained AMEs are part of a program to get pilots who have had drug or alcohol problems back in the cockpit. Unfortunately, there are not many of these specially trained AMEs. (I guess another FAA course is in my future.)

 

In an unusual twist to all this, pilots who have been taking antidepressants have six months of amnesty to admit their transgressions. Of course, they will be immediately grounded but will not be prosecuted. If pilot are on one of the accepted medications for a year or more, been stable and controlled, then they can apply for an SI by following the above criteria. In that situation and all goes well, the pilot would only be grounded for one to three months. However, if on a non-approved medication, the pilot would have to be switched to an approve one and the twelve month clock would start ticking.

 

What is the bottom line? Although there are many pilots out there who are taking antidepressant medication, my bet is there will not be many who are forthcoming since no one wants to be grounded for a minimum of three months and possibly permanently if they do not meet all the specifications.

 

The people who it will help most are pilots to be who have not started the training process because there has been a heretofore locked door prior. With time and experience with pilots flying under this new directive, the FAA may relax some of these requirements especially with regards to renewal of medical certificates.

 

As one AME wrote to the Federal Air Surgeon six weeks prior to this ruling, maybe the guy who flew into the IRS in Austin might not have if he had been on an antidepressant!

Pilots have a unique perspective. Flying lets us see the world in a different way, but our passion for aviation also gives many of us a different take on medical issues. For a non-pilot, a serious medical condition might first bring up fears of dying. For many pilots, though, diagnosis of the same medical con­dition might first arouse fears of not flying. There are aviators among us who may even perceive “not flying” as a fate worse than dying. That may be extreme, but most pilots can certainly empathize with the visceral “what-happens-to-my-medical” fear that shadows reporting any visit to a medical professional on the Airman Medical Application (otherwise known as Form 8500-8).

 

Truth…

Title 14 Code of Federal Regulations sec­tion 67.403 expressly prohibits falsification of the Airman Medical Application. Those who possess the skills and discipline to become pilots are gen­erally people of integrity, people who would not normally think of themselves as dishonest. Still, fear can lead to unwise decisions. Even though most conditions can be certified, the loss-of-med­ical concern has prompted some pilots to be less than truthful on the Form 8500-8.

The numbers are troubling. In a study of every fatal accident between 1993 and 2003, FAA researchers found toxicological evidence that nearly 10 percent of the 4,143 pilots in the study had a serious medical condition. Of these, only 22 percent of the medical conditions had been reported on the Airman Medical Application form. A National Transportation Safety Board (NTSB) review of more than 20,000 aviation accidents since 1995 found 327 accidents in which impairment, incapacitation, or a medical condition were identi­fied as causes or factors.

Just to be clear, there is no “gray area” on matters of medical certification. Form 8500-8 is a legal document. It must also be complete: Skipping Block 17 on the Form 8500-8, which asks about medications, will simply cause delays. Neither the aviation medical examiner (AME) nor the FAA’s Aerospace Medical Certification Division can process an incomplete form.

 

…or Consequences

An applicant who knowingly misrepre­sents the facts on the Airman Medical Application form faces significant penalties. These can include revocation of pilot and medical certificates, fines up to $250,000, and even imprisonment for up to five years. Though offenses that merit imprisonment are rare, they are not unknown—and they usually stem from events in which someone suffered the consequence of an accident. Last year, for example, a judge sentenced a pilot to 16 months in prison and two years of probation for repeatedly lying about his insulin-dependent diabetes on the Airman Medical Application form. In this case, the pilot experienced a diabetic seizure while flying an aircraft with four passengers aboard. The incident ended with no injuries due to the actions of a passenger who also happened to be a pilot trainee, but the penalties meted out to the pilot reflect the narrowly averted potential for disas­trous consequences.

A pilot per­forming wolf survey flights for a state natural resources department was not as fortunate. The investigation into his fatal accident revealed no problems with the aircraft, but the pilot’s medical conditions included both diabetes and congestive heart disease—both of which he had consistently failed to report on the Airman Medical Application form. The NTSB concluded that pilot incapacitation was the probable cause of this accident, with false information on the Form 8500-8 listed as a contributing factor.

 

Cover-Ups Don’t Work

A final caution: It is something of a cliché that cover-up attempts are rarely successful, and that the consequences of a cover-up can sometimes be worse than those resulting from the original misdeed. Such is also the case in medical certifica­tion. Remember that your signature on the Form 8500-8 authorizes the FAA to search the National Driver’s Registry for violations involving alcohol or illegal drugs, which means that failing to disclose a conviction for driving under the influence of alcohol (DUI), or driving while intoxicated (DWI) will put you at risk for sanctions far worse than those associated with reporting such violations. In the event of an accident or incident, there is also the possibility that toxicology reports, e.g., blood and urine samples, will clearly testify to a condition that the pilot failed to report.

In another instance, a cooperative effort between FAA and the Inspectors General from the Department of Transportation and the Social Security Administration called Operation Safe Pilot uncovered cases in which some pilots were fraudulently collecting 100 percent Social Security disability benefits and/or falsifying FAA medical applications. Measures implemented to address this issue included modifying the Form 8500-8 to add a question about receipt of any form of disabil­ity compensation and adding a notice stating that the pilot’s signature authorizes the FAA to compare Form 8500-8 data with information from agencies that might be providing disability benefits.

 

Strategies for Certification Success

Now that we’ve talked about what not to do, here are some steps you can take to enhance your prospects for honestly and legally getting your FAA medical certificate if your health is an issue.

Get the facts. Use the many resources avail­able these days to learn as much as you can about the certification implications of your particular medical condition. A good place to start is the medical certification home page on the FAA’s Web site (http://www.faa.gov/pilots/medical/). You can also access the FAA MedXpress form from this page.

Use your resources. The Aircraft Owners and Pilots Association (AOPA), the Experimental Aircraft Association (EAA), and many other aviation organizations provide medical certification infor­mation, advice, and advocacy for their members.

Resolve the problem. If your fact-finding research gives you any reason to believe that your medical issue might be disqualifying, delay your visit to the AME. Instead, work with your physician to resolve the issue.

Document, document, document. Your fact-finding research should include learning exactly what the FAA needs to certify your condition. As you work with your physician, be sure to have him/her document the specifics of your condition, your treatment, and your prognosis in precisely the format and level of detail that the FAA requires.

Doing your part will speed the FAA’s evalua­tion and get you back into the cockpit as quickly as possible. Just remember, honesty is the only policy!

 

Susan Parson is a special assistant in Flight Standards Service’s General Aviation and Commercial Division. She is an active general aviation pilot and flight instructor.