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December 3, 2013
By Gary Crump
Very few people who occupy space in the U.S. have escaped some type of effect from the 16-day partial government shutdown. In our little corner of life that orbits around pilot medical certification, the damage inflicted by the shutdown just added insult to injury at the end of a year that has seen some of the longest delays in medical certification process that we have seen in quite a while.
Understanding the bureaucratic process and “inside the beltway logic” can almost make one’s brain explode, but I am going to devote my next couple of columns to explaining some of the basics of the process of how the FAA does medical certification. We’ll focus not so much from the medicine side but from the “how they make the sausage” side, and then get into some specific events that have happened that resulted in consequences down the road.
Aviation terminology can be confusing. In the context of regulatory compliance, it’s quite important to make a distinction between wet and dry leasing.
Schuyler "Sky" King, a law enforcement officer from Grover, Ariz., was seeing a urologist pretty regularly. He required a second class medical certificate for his job.
Should an airman have a condition that requires a modification to the aircraft--let's say the loss of a leg--the pilot will need to have the aircraft modified to FAA specifications and learn to fly that particular aircraft.
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