Amazing isn't it. All we want to do is to fly and you just about have to be
a high court judge to work it out. It's a wonder the wedge tail eagles don't
have to do an environmental impact statement to build their nest. So many
sources of rules and regulations and restrictions, ever changing it seems
and, like the tax act, every time it's "simplified" it becomes a bigger
document (yeah, yeah, I know, they're all there for our safety - I'm from
the Government I'm here to help you...).
You are not clear for takeoff until the weight of the paper equals the
weight of the aeroplane.
That said, my own view is that if you fly and don't have at least a PPL
level aviation medical every two years then you should think seriously about
it. Self assessment and certification in my experience across a range of
industries is a wonderful theory but often an abject failure. As a sweeping
generalisation, males (and that does cover most of us glider pilots,
unfortunately) are notoriously reluctant to face up to health issues
generally and our own vulnerability in particular and go to the medic
reluctantly and when we have no option. A proper, regular medical just
might pick up something early to enable corrective action to be taken or at
least a potential problem headed off. Mine once picked up a very small
hernia - no, not a flying issue but a general health one that was able to be
swiftly fixed when is was trivial, otherwise it may well have become a much
bigger problem before I became aware of it.
Experience has taught me just what a precarious thread our life hangs by.
Ignorance is not bliss.
Allan Armistead
Roads, Land Transport
(02) 6274 7315
"When once you have tasted flight, you will always walk with your eyes
turned skyward, for there you have been and there you will always be."
Leonardo da Vinci, 1452-1519.
-----Original Message-----
From: Christopher H Thorpe [mailto:[EMAIL PROTECTED]]
Sent: Wednesday, 22 August 2001 22:23
To: [EMAIL PROTECTED]
Subject: RE: [aus-soaring] Health declaration, lungs rate no mention.
Michael
Read the Medical Standards in the appendix to MOSP2 for the full
requirements...you'll see mention of the respiratory system and others. The
Section 6.2 you refer to is from the Operational Regulations, not the MOSP.
Christopher Thorpe
-----Original Message-----
From: [EMAIL PROTECTED]
[mailto:[EMAIL PROTECTED]]On Behalf Of Michael
Texler
Sent: Wednesday, 22 August 2001 12:55
To: [EMAIL PROTECTED]
Subject: [aus-soaring] Health declaration, lungs rate no mention.
It is interesting to note that the medical declaration in Appendix I does
not include questions regarding pulmonary fitness (i.e. shortness of breath
etc.). The health declaration for flying gliders responsibility seems to
fall on the pilots shoulders (i.e. a false or misleading declaration could
be made!). Smokers are at a disadvantage with regards to tolerating hypoxia
at altitude (due to many factors including poorer lung function, less
haemoglobin available for O2 transport due to Carbon Monoxide binding to
haemoglobin).
Cheers,
Michael
<snip From Appendix 1>
(b) I have never suffered from the following: - epilepsy, fits, severe head
injury,
recurrent fainting, giddiness, blackouts, abnormally high blood pressure,
previous
heart disease or a deficiency in vision. I am not taking insulin for the
control of
diabetes.
<snip>
<more snip from MOSP>
6.2. MEDICAL STANDARDS
6.2.1. A person shall not fly as pilot in command of a sailplane unless
he/she has completed the medical declaration at Appendix 1 to these
Regulations.
6.2.2. A person who suffers from a medical condition which prevents him/her
from making the declaration at Appendix I may fly as pilot in command of a
sailplane if he/she has been examined by a legally qualified medical
practitioner and found fit to fly in that capacity.
6.2.3. A pilot shall not act as pilot in command of a charter flight unless
medically examined by a legally qualified medical practitioner and found fit
to fly in that capacity in accordance with Appendix II to these Regulations.
(equiv CAR 5.04).
6.2.4. A certificate of medical fitness under 6.2.3 above shall be valid for
two years in respect of a pilot aged 40 or over at the time of examination,
or four years in respect of a pilot aged under 40 at the time of
examination. (equiv. CAR 6.14).
6.2.5. A pilot shall not fly as pilot in command if temporarily unfit, e.g.
due to illness, or within 24 hours following the donation of blood.
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