Foreign objects and your cockpit

[CT4ME]

Here's a great example of why you keep foreign objects out of the cockpit, or at least *MAKE SURE* they are under control.  I personally dislike anything in the cockpit, including water bottles.  Cameras must be tethered to your wrist.  Etc.  I will not allow loose things in the baggage area, and all luggage pockets must be closed.  For a while, the wife collected travel pins and had them on her suitcase... until I found some in the baggage area. It can happen anywhere along the control rigging, front to back.

 

In this case, the instructor's insulin pump fell out of his pocket and got lodged at the bottom of the stick.  The elevator was jammed.  There was a boot, but also a spot where things could fall through.   Good work, guys... and a lot of luck!

[FlyingMonkey]

I agree, but an object in a pocket is not typically "loose". I draw the line at emptying my pockets before flight.

[Jim Meade]

Well, I carry all kinds of junk in my cockpit. I take some care about the harness to keep it from fouling the other sticks and think about items that might get in and around the rudder pedals, but other than that I don't get too paranoid.

 

After all, I have a parachute. Now, if I can only figure out who fires it and under what circumstances?

[procharger]

I think I saw some sweat beads popping up on them two heads??????

[Runtoeat]

Believe me, a locked up control REALLY gets your attention.

[FastEddieB]

Is this an example of a sport pilot self-certifying they are medically fit to fly? 

 

No.

[WmInce]

Is this an example of a sport pilot self-certifying they are medically fit to fly? 

No.

Go back and read the first sentence of the original post.

[FlyingMonkey]

Diabetes is a disqualifying medical condition.  This is a good example of why sport pilots should not be allowed to self-cerify they are medically fit.

 

http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/ame/guide/standards/

 

Unless otherwise directed by the FAA, the Examiner must deny or defer if the applicant has a history of: (1) Diabetes mellitus requiring hypoglycemic medication;

 

Yes, it's deferred.  And then if you can provide documentation that your A1c and glucose are within certain limits, your condition is well controlled, and you are not taking insulin, the FAA will issue a Special Issuance (SI) and a third class medical.  

 

It's not absolutely disqualifying.

[FlyingMonkey]

It is disqualifying.  The reason?  If you miss a shot, or as is the case here, the pump falls and breaks, the diabetic can go into a coma or lose consciousness.  You may not also have a history of heart disease, stroke, heart attack, depression, bipolar, neurological disorders, substance abuse (including alcahol and marijuana), epilepsy, parkinsons, alzheimers, or initial onset of any of these things.

 

Dude, I KNOW people with diabetes who have a third class medical on an SI.  It is NOT absolutely disqualifying, stop spreading nonsense and misinformation.

[Roger Lee]

Direct from the FAA

 

 

FAA Home ▸ Licenses & Certificates ▸ Medical Certification

Insulin-Treated Diabetes

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The FAA has established a policy that permits the special issuance medical certification of insulin-treated applicants for third-class medical certification. Consideration will be given only to those individuals who have been clinically stable on their current treatment regimen for a period of 6 months or more. Consideration is notbeing given for first- or second-class certification. 

Individuals certificated under this policy will be required to provide substantial documentation regarding their history of treatment, accidents related to their disease, and current medical status. If certificated, they will be required to adhere to stringent monitoring requirements and are prohibited from operating aircraft outside the United States. The following is a summary of the evaluation protocol and an outline of the conditions that the FAA will apply: 

Initial Certification

1. The applicant must have had no recurrent (two or more) episodes of hypoglycemia in the past 5 years and none in the preceding 1 year resulting in loss of consciousness, seizure, impaired cognitive function or requiring intervention by another party, or occurring without warning (hypoglycemia unawareness).
2. The applicant will be required to provide copies of all medical records as well as accident and incident records pertinent to their history of diabetes.
3. A report of a complete medical examination preferably by a physician who specializes in the treatment of diabetes will be required. The report must include, as a minimum:
   • Two measurements of glycated hemoglobin (total A1 or A1c concentration and the laboratory reference range), the first at least 90 days prior to the current measurement.
   • Specific reference to the applicant's insulin dosages and diet.
   • Specific reference to the presence or absence of cerebrovascular, cardiovascular, or peripheral vascular disease or neuropathy.
   • Confirmation by an eye specialist of the absence of clinically significant eye disease.
   • Verification that the applicant has been educated in diabetes and its control and understands the actions that should be taken if complications, especially hypoglycemia, should arise. The examining physician must also verify that the applicant has the ability and willingness to properly monitor and manage his or her diabetes.
   • If the applicant is age 40 or older, a report, with ECG tracings, of a maximal graded exercise stress test.
   • The applicant shall submit a statement from his/her treating physician, aviation medical examiner, or other knowledgeable person attesting to the applicants dexterity and ability to determine blood glucose levels using a recording glucometer).

[Roger Lee]

More from the FAA

Information ▸ Guide for Aviation Medical Examiners ▸ Decision Considerations ▸ Disease Protocols

Guide for Aviation Medical Examiners

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Decision Considerations 
Disease Protocols - Diabetes Mellitus Type II - Medication Controlled

This protocol is used for all diabetic applicants treated with oral agents or incretin mimetic medications (exenatide), herein referred to as medication(s).

An applicant with a diagnosis of diabetes mellitus controlled by use of a medication may be considered by the FAA for an Authorization of a Special Issuance of a Medical Certificate (Authorization). Following initiation of medication treatment, a 60-day period must elapse prior to certification to assure stabilization, adequate control, and the absence of side effects or complications from the medication. See chart of Acceptable Combinations of Diabetes Medications (PDF).

The initial Authorization decision is made by the AMCD and may not be made by the Examiner. An Examiner may re-issue a subsequent airman medical certificate under the provisions of the Authorization.

The initial Authorization determination will be made on the basis of a report from the treating physician. For favorable consideration, the report must contain a statement regarding the medication used, dosage, the absence or presence of side effects and clinically significant hypoglycemic episodes, and an indication of satisfactory control of the diabetes. The results of an A1C hemoglobin determination within the past 30 days must be included. Note must also be made of the presence of cardiovascular, neurological, renal, and/or ophthalmological disease. The presence of one or more of these associated diseases will not be, per se, disqualifying but the disease(s) must be carefully evaluated to determine any added risk to aviation safety.

Re-issuance of a medical certificate under the provisions of an Authorization will also be made on the basis of reports from the treating physician. The contents of the report must contain the same information required for initial issuance and specifically reference the presence or absence of satisfactory control, any change in the dosage or type of medication, and the presence or absence of complications or side effects from the medication. In the event of an adverse change in the applicant's diabetic status (poor control or complications or side effects from the medication), or the appearance of an associated systemic disease, an Examiner must defer the case with all documentation to the AMCD for consideration.

If, upon further review of the deferred case, AMCD decides that re-issuance is appropriate, the Examiner may again be given the authority to re-issue the medical certificate under the provisions of the Authorization based on data provided by the treating physician, including such information as may be required to assess the status of associated medical condition(s).

At a minimum, followup evaluation by the treating physician of the applicant's diabetes status is required annually for all classes of medical certificates.

An applicant with diabetes mellitus - Type II should be counseled by his or her Examiner regarding the significance of the disease and its possible complications.

The applicant should be informed of the potential for hypoglycemic reactions and cautioned to remain under close medical surveillance by his or her treating physician.

The applicant should also be advised that should their medication be changed or the dosage modified, the applicant should not perform airman duties until the applicant and treating physician has concluded that the condition is:

• under control;
• stable;
• presents no risk to aviation safety; and
• consults with the Examiner who issued the certificate, AMCD orRFS.

 

An applicant who uses insulin for the treatment of his or her diabetes may only be considered for an Authorization for a third-class airman medical certificate.

[FlyingMonkey]

Thanks Roger.  BTW, heart attack, stroke, heart attack, or substance abuse are not absolutely disqualifying either, there are similar SI processes. 

[FastEddieB]

This must make 100Hamburger very sad.

[CT4ME]

And now back to our regularly scheduled program:  The Dangers of Foreign Objects in the Cockpit. 

Without using scare tactics, I make sure my passengers understand the policy on foreign objects.  When I first mention the policy they usually think I'm just being a clean-freak. 

[Doug G.]

Reminds me of a sign my father had over his desk- "Those of you who think you are right are very annoying to those of us who are!"

[Doug G.]

So Tim, what do you do for hydration. Where do you stow water bottles?

[FlyingMonkey]

So Tim, what do you do for hydration. Where do you stow water bottles?

 

He stores them behind the rudder pedals, out of the way.  

[WmInce]

Diabetes is a disqualifying medical condition.  This is a good example of why sport pilots should not be allowed to self-cerify they are medically fit.

 

http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/ame/guide/standards/

 

Unless otherwise directed by the FAA, the Examiner must deny or defer if the applicant has a history of: (1) Diabetes mellitus requiring hypoglycemic medication;

Absolutely not true.

Stop spreading false information.

There are new pilots on this forum who should not be exposed to such bologna.

[Doug G.]

For a long time there was a "cup holder gap" between European auto manufacturers and the rest of the world. I think they have caught on. The biggest issue I have with my CTLS is the lack of incidental storage space. My legs are long and even getting at the door pockets means loosening my shoulder belts.

[CT4ME]

So Tim, what do you do for hydration. Where do you stow water bottles?

Being in AZ, a lot is said about hydration.  Most agree that much of the hydration needs to be done the day before.  Of course, over-hydration (before or during) can lead to undesired breaks.  So, we try to get by with no bottle, or maybe share one.  I've found a small bottle might fit in the area under the front of the seat.  Otherwise it's sat on or in the door pocket.   For survival purposes, depending on the temp/terrain/location, I may put a couple bottles of water in the baggage area or the pocket of a survival vest.  

[FastEddieB]

A CamelBak is a good solution.

 

Very durable. I have one of their M.U.L.E.S. Big mouth to fill easily with ice cubes.

 

 

 

Easy to strap to a seat back or elsewhere.

[Dan Kent]

Our son was diagnosed with type 1 diabetes a year and half ago. He is doing very well but as others have pointed out the initial info posted on coma, loss of consciousness was wrong. I replied before I saw all of the responses, and have deleted the response.

 

Excess insulin can cause coma and loss of consciousness, not lack of. Lack of can cause ketoacidosis if not treated, and long term health problems if long term high glucose levels persist. Kidney, heart issues, and other diabetes issues are due to elevated blood sugar issues over time.

 

BTW there is an insulin pump that altitude has little or no effect on the dose. It your interested PM me.

[Doug G.]

Did you read what Roger posted?

[GravityKnight]

I learned something pretty early on when I was a student that has stuck with me...I had my big flight bag sitting in the passenger seat on my solo cross country. Landed in a crosswind and got on the brakes just a little too hard, bag slid forward, wedged in between the stick and door.. hard to aileron into a x-wind like that. It all worked out, but then and there I got a lesson. When I don't have a passenger and my (new smaller flight gear backpack) is up front (in case I need something out of it), it's seat belted securely into the seat in a manor in which it won't be moving at all.

 

I also think about lose objects when I'm alone - as something could get on the passenger side and up front in/around/behind the rudder pedals and it would be kind of fun getting that resolved in flight. I'm sure I still put myself at a potential risk with some lose objects in the cockpit from time to time.. but at least I can say I make a mental note to look it over and think about the possibilities now if I have something in there with me.

[FastEddieB]

Flying with such a device and dependency is a medical issue and as I pointed out the condition would prevent this guy from passing a 3rd class medical. So why is he allowed to fly with this medical condition? Because as a sport pilot he can simply say so...

Serious question...

 

...why do you have such a serious hard on about this?

 

God forbid you ever have a medical deficiency to work around.

 

I would not wish one on my worst enemy, but then we could all argue with the same (misplaced) vigor to keep you out of the air.

 

Schadenfreude and all that.