CAP is offering to do my CFI renewals for free (or nearly so) while
taking their National Check Pilot annual course. However, if my CFI
expires in Feb I don’t see anyway to reset it to be in July without
actually taking a ride with a DE. It does not appear that I can renew
via a course more than 3 months out. Am I missing a trick? What is the
reasoning before the 3 month limit? Why not make it like a BFR (which
you can take anytime early)?
-Robert
You have time to take an online course. I did it in a week. Contact
Jeppessen (sp?) or similar. If you leave up to CAP you will be lucky to
get it within a year of when they indicate (knowng how CAP works, they
are the very definition of SLOW around here).
The 90 day renewal grace period allows you to retain your
current expiration date. For example, I attended the AOPA
FIRC in October and that allowed me to retain my January
expiration date. I can, attend another FIRC, at any time
and renew based on that date to reset my expiration date.
You can renew as often as you wish, but unless you are
within that 90 period, you will get a new date.
So if you want a July date, attend a FIRC or take an online
course or fly a practical test in July.
–
James H. Macklin
ATP,CFI,A&P
–
The people think the Constitution protects their rights;
But government sees it as an obstacle to be overcome.
some support
http://www.usdoj.gov/olc/secondamendment2.htm
"Robert M. Gary" <r…@my-deja.com> wrote in message
news:1134782210.770207.210670@f14g2000cwb.googlegroups.com…
| CAP is offering to do my CFI renewals for free (or nearly
so) while
| taking their National Check Pilot annual course. However,
if my CFI
| expires in Feb I don’t see anyway to reset it to be in
July without
| actually taking a ride with a DE. It does not appear that
I can renew
| via a course more than 3 months out. Am I missing a trick?
What is the
| reasoning before the 3 month limit? Why not make it like a
BFR (which
| you can take anytime early)?
|
| -Robert
|
No, I think the issue is that if I turn in a renewal sooner than 3
months before I expire, the FARs say the FSDO has to throw it away. So
the question is, how do I reset the time of my CFI renewal when I can
only renew 3 months early (it will take almost a decade to get it back
to July).
-Robert
Jim,
Thanks! So I guess I was confused a little bit. I thought the 3 months
meant that you cannot submit your renewal sooner than 3 months before
(not attempting to retain your original renewal date). Reading the FARs
it sounded to me like they were trying to avoid CFIs renewing early.
-Robert
Make sure that the course (I presume it is a ground course) is approved by
the FAA for CFI renewals.
BT
"Robert M. Gary" <r…@my-deja.com> wrote in message
news:1134782210.770207.210670@f14g2000cwb.googlegroups.com…
- Hide quoted text — Show quoted text -
> CAP is offering to do my CFI renewals for free (or nearly so) while
> taking their National Check Pilot annual course. However, if my CFI
> expires in Feb I don’t see anyway to reset it to be in July without
> actually taking a ride with a DE. It does not appear that I can renew
> via a course more than 3 months out. Am I missing a trick? What is the
> reasoning before the 3 month limit? Why not make it like a BFR (which
> you can take anytime early)?
> -Robert
It is. The normal CAP course required for check pilots is 1.5 days. CFI
renewals are required to show up early to make it 2 full days.
Robert M. Gary wrote:
> CAP is offering to do my CFI renewals for free (or nearly so) while
> taking their National Check Pilot annual course. However, if my CFI
> expires in Feb I don’t see anyway to reset it to be in July without
> actually taking a ride with a DE. It does not appear that I can renew
> via a course more than 3 months out. Am I missing a trick? What is the
> reasoning before the 3 month limit? Why not make it like a BFR (which
> you can take anytime early)?
> -Robert
The three months is so you can take the course early and keep the
original expiration date. Maybe that doesn’t matter to you, maybe it does.
Mine expires in February too, and I’m paranoid – Jeppeson got my
paperwork in two years ago with hours to spare, so I’ve got no idea what
I’ll do this time.
> Friends:
> You may have seen my earlier post about the issue with my AME’s office
> screwing up my student certificate. Well, he straightened it out, and
> now I can’t fly. Rather than editorialize, I will just lay out the
> chronology and let you make your own judgments. It starts in 1965,
> believe it or not, but isn’t TOO long…
<depressing story snipped>
This is another excellent example of why the medical certificate system for
private pilots is totally broke. You in effect self certify yourself to fly
every day. I have always and will continue to advocate to friends and
students for 3rd class medicals: Get regular checkups from your regular
physician to pronounce yourself healthy and safe. Go to a doctor you don’t
know and have no history with for an aviation medical, and don’t tell them
anything they don’t need to know. If you need a 2nd or 1st class medical,
this advice does not apply.
Don’t bother replying that somebody was recently prosecuted for lying on
their medical application, I know all about it, and I don’t care.
"Wiz" <dceclec…@yahoo.com> wrote
…
> Friends:
> You may have seen my earlier post about the issue with my AME’s office
> screwing up my student certificate. Well, he straightened it out, and
> now I can’t fly. Rather than editorialize, I will just lay out the
> chronology and let you make your own judgments. It starts in 1965,
> believe it or not, but isn’t TOO long…
snip
> Anyway, that’s my story. I have submitted a letter from my primary MD
> pointing out that the diagnosis of ADD did not even exist in 1965, and
> that I received no treatment, so his history is in error. Waiting to
> see what the FAA says…
That is the story from hell! I can’t believe it, but it does happen.
Another thing that I remember a crusty ‘ole falcon pilot telling me about
medicals. F%#k ‘em (the FAA). Don’t tell ‘em a damn thing.
Seems like it would have been good advise, for you.
Don’t let them win. Keep up the hope!
—
Jim in NC
"Wiz" <dceclec…@yahoo.com> wrote in news:1134778275.425245.226330
@g49g2000cwa.googlegroups.com:
<Snipola of really F’d up story>
First, my symapathies for your troubles.
But based solely on what you’ve written, I wonder if there
might not be some legal action you can take to recoup your
monetary loss because of the screwup by the AME. After all,
you would not have started your flight training if you had
not been issued a certificate in the first place, right?
This assumes you don’t get things straightened out and are
allowed to fly.
Keep fighting, and let us know how it goes.
Brian
—
http://www.skywise711.com – Lasers, Seismology, Astronomy, Skepticism
Seismic FAQ: http://www.skywise711.com/SeismicFAQ/SeismicFAQ.html
Quake "predictions": http://www.skywise711.com/quakes/EQDB/index.html
Sed quis custodiet ipsos Custodes?
Like censorship and not getting support help? Switch to Supernews!
They won’t even answer questions through your ISP!
> Dr. Scott jokes, "flying, huh? So, you have some extra money
> you don’t need? How about giving it to me?" I explain to him that I
> am getting my medical to make sure there are no issues before I spend
> the time and money in flight training.
> [...] I pass the medical, but never receive my certificate…
> March 2005: After weeks of trying to find out why I don’t have my
> certificate, without explanation, I am told by his office assistant to
> come in and pick it up, which I do. I start flight training.
There is a legal principle called "detrimental reliance", which holds
that if you reasonably rely on somebody’s actions, to your detriment,
they are responsible for the harm. You relied on your AME’s examination
and the certificate he presented you, to your detriment (the cost of
flight traning), and their actions were in error (you do not have a
valid certificate, and apparantly never did).
According to this legal principle, they are responsible for your costs.
I am not a lawyer, but I have heard of them. It might be worth an
appointment.
Jose
—
You can choose whom to befriend, but you cannot choose whom to love.
for Email, make the obvious change in the address.
On 16 Dec 2005 16:11:15 -0800, "Wiz" <dceclec…@yahoo.com> wrote:
>job as a trial
>lawyer
Not that I’m a fan of the "sue him" mentality, but if your story is as
black and white as you describe it, it seems you are in the best
position possible to do something about it. You won’t need to pay a
lawyer to have charges or liability suit put against the AME, and
hopefully you can present a factual case to the FAA that winds through
their legal requirements to get your medical re-issued.
Good Luck.
z
(I’m Not a lawyer so the reasons for suit may not be accurate, but
from the story it seems something is there to persue.)
("Wiz" wrote)
[snip]
> Anyway, that’s my story. I have submitted a letter from my primary MD
> pointing out that the diagnosis of ADD did not even exist in 1965, and
> that I received no treatment, so his history is in error. Waiting to
> see what the FAA says…
If you haven’t already, join AOPA. Then contact AOPA. Do this Monday!
Montblack
Skywise <i…@oblivion.nothing.com> wrote:
> After all,
> you would not have started your flight training if you had
> not been issued a certificate in the first place, right?
Students don’t normally need a medical certificate until they are ready to
solo, so it is certainly conceivable that one could start flight training
with the risk that a medical certificate is unobtainable, some ten to
twenty hours into lessons.
–
Peter
Wiz wrote:
> Anyway, that’s my story. I have submitted a letter from my primary MD
> pointing out that the diagnosis of ADD did not even exist in 1965, and
> that I received no treatment, so his history is in error. Waiting to
> see what the FAA says…
> In the meantime, I’d like to offer my sincere thanks to everyone in
> this newsgroup for sharing their knowledge of flying, and their passion
> for it, during my brief foray into the blue. You all really added a
> lot to it.
You need to call your regional flight surgeon’s office. I believe it’s
still the one up in Jamaica NY for this area. They were very helpful.
They can help you decode the initials on the bottom of the form and call
them and negotiate a shorter way out than the full PPP protocol.
I think he had mentioned he wanted to get the medical first, just to make
sure all was OK. I had received the same good advice because of a heart
murmur. Had I not gone through the hoops and gotten the SI medical first, I
would’ve been waiting for it so I could solo.
—
Chris Ehlbeck, PP-ASEL
"It’s a license to learn, have fun and buy really expensive hamburgers."
"Peter R." <pjr…@gmailX.com> wrote in message
news:1kri4r35fth2l.dlg@ID-259643.user.individual.net…
- Hide quoted text — Show quoted text -
> Skywise <i…@oblivion.nothing.com> wrote:
> > After all,
> > you would not have started your flight training if you had
> > not been issued a certificate in the first place, right?
> Students don’t normally need a medical certificate until they are ready to
> solo, so it is certainly conceivable that one could start flight training
> with the risk that a medical certificate is unobtainable, some ten to
> twenty hours into lessons.
> —
> Peter
Chris Ehlbeck <cehlb…@NOSPAMcomcast.net> wrote:
> I think he had mentioned he wanted to get the medical first, just to make
> sure all was OK.
Ahhh, I missed that point. Thanks.
–
Peter
Peter R. wrote:
> Chris Ehlbeck <cehlb…@NOSPAMcomcast.net> wrote:
> > I think he had mentioned he wanted to get the medical first, just to make
> > sure all was OK.
> Ahhh, I missed that point. Thanks.
> —
> Peter
I think the medical requirements for pilots are absolutely rediculous!!
I can see regualtion for commercial pilots but GA pilots should be
left alone. I am in the auto ins biz and you should see the people
they let drive. I have clients with seizure disorders, are 90 years
old, and others that have a 2 page driving record. You can do just as
much damage with a car as you can with a Cessna. When are the
bureaucrats going to wake up! I guess if they didn’t have all these
regulations to oversee, they wouldn’t have a job!
One final thought: I have a friend who is a retired 747 captain and he
lost his medical due to a heart attack. It took him 2 years to get it
back. He finally got it back becuase he contacted his senator in
Washington at my suggestion. After he contacted his senator, he had
his medical back in 2 weeks! It is amazing how these guys can cut
through the red tape. Good luck.
Milehiguy <kelly5…@gmail.com> wrote:
> I think the medical requirements for pilots are absolutely rediculous!!
<snip>
Are you familiar with the sport pilot certificate? A valid driver’s
license takes the place of the medical.
–
Peter
On 18 Dec 2005 10:53:10 -0800, "Milehiguy" <kelly5…@gmail.com> wrote
in <1134931989.926286.303…@o13g2000cwo.googlegroups.com>::
>I think the medical requirements for pilots are absolutely rediculous!!
If you were charged with the responsibility to certify pilots, what
would you think were reasonable medical requirements to carry
passengers and fly over the heads of the public?
> I can see regualtion for commercial pilots but GA pilots should be
>left alone. I am in the auto ins biz and you should see the people
>they let drive.
I hope you’re not suggesting that airmen should be held to those lax
standards.
>I have clients with seizure disorders, are 90 years
>old, and others that have a 2 page driving record.
I don’t see age alone as disqualifying for airmen, but permitting
people to share the road/sky who have demonstrated loss of faculties
is ridiculous.
The difference, the way I see it, between driving and flying is that
one makes a conscious choice to operate in the hazardous environment
on the highway, while those who have made no such choice are subject
to aircraft operating overhead.
>You can do just as much damage with a car as you can with a Cessna.
However, automobile damage is largely confined to the highways.
>When are the bureaucrats going to wake up! I guess if they didn’t
>have all these regulations to oversee, they wouldn’t have a job!
Well, there’s always that, but I think it’s mostly a matter of their
shouldering the responsibility with which they’ve been tasked.
Unfortunately, you cannot fly under the sport pilot regs with just a
driver’s license if you have been denied a medical.
Thanks, everybody, for the encouragement and advice. I have contacted
AOPA, and they thought I was caught up in regulations that aren’t
relevant to someone like me. It was AOPA who suggested the letter from
my doctor. I will contact the Regional Flight Surgeon Monday.
Wiz
- Hide quoted text — Show quoted text -
"Larry Dighera" <LDigh…@att.net> wrote in message news:30fbq19pjm1f92gqt2issunumf3jm2jtqf@4ax.com…
> On 18 Dec 2005 10:53:10 -0800, "Milehiguy" <kelly5…@gmail.com> wrote
> in <1134931989.926286.303…@o13g2000cwo.googlegroups.com>::
>>I think the medical requirements for pilots are absolutely rediculous!!
> If you were charged with the responsibility to certify pilots, what
> would you think were reasonable medical requirements to carry
> passengers and fly over the heads of the public?
>> I can see regualtion for commercial pilots but GA pilots should be
>>left alone. I am in the auto ins biz and you should see the people
>>they let drive.
> I hope you’re not suggesting that airmen should be held to those lax
> standards.
>>I have clients with seizure disorders, are 90 years
>>old, and others that have a 2 page driving record.
> I don’t see age alone as disqualifying for airmen, but permitting
> people to share the road/sky who have demonstrated loss of faculties
> is ridiculous.
> The difference, the way I see it, between driving and flying is that
> one makes a conscious choice to operate in the hazardous environment
> on the highway, while those who have made no such choice are subject
> to aircraft operating overhead.
>>You can do just as much damage with a car as you can with a Cessna.
> However, automobile damage is largely confined to the highways.
How many deaths have been caused by small, light, GA planes crashing in to unknowing groundlings?
I respectfully, disagree. How many times have we seen (on TV or in person)
cars drive through store fronts, homes, over pedestrians on sidewalks,
etc…. To me, it seems like I’m seeing it frequently.
"Larry Dighera" <LDigh…@att.net> wrote in message
news:30fbq19pjm1f92gqt2issunumf3jm2jtqf@4ax.com…
- Hide quoted text — Show quoted text -
> On 18 Dec 2005 10:53:10 -0800, "Milehiguy" <kelly5…@gmail.com> wrote
> in <1134931989.926286.303…@o13g2000cwo.googlegroups.com>::
> The difference, the way I see it, between driving and flying is that
> one makes a conscious choice to operate in the hazardous environment
> on the highway, while those who have made no such choice are subject
> to aircraft operating overhead.
> However, automobile damage is largely confined to the highways.
"newsgroups.comcast.net" <nos…@nospam.com> wrote in message
news:cvGdnTOW3p-GnjveRVn-rg@comcast.com…
> I respectfully, disagree. How many times have we seen (on TV or in person)
> cars drive through store fronts, homes, over pedestrians on sidewalks,
> etc…. To me, it seems like I’m seeing it frequently.
So if you see it, you need to have more information.
How many of these incident’s drivers had other previous incidents of the
type?
Those are the only ones who stricter medicals would catch. Even then, even
a class 1 medical that the ATP’s have to give, allow them back into the
cockpit after heart attacks, ect. If that is the case, why could stricter
medicals help prevent out of control occurrences?
—
Jim in NC
.Blueskies. wrote:
> How many deaths have been caused by small, light, GA planes crashing in to unknowing groundlings?
How many have been prevented by the diligence and foresight of the fine medical
staff at Oklahoma City?
George Patterson
Coffee is only a way of stealing time that should by rights belong to
your slightly older self.
Morgans wrote:
> So if you see it, you need to have more information.
True.
> How many of these incident’s drivers had other previous incidents of the
> type?
Completely immaterial. The only important question is how many of these
incidents were caused by medical conditions that would have been caught during a
typical FAA exam. Many of these incidents would have been prevented if drivers
had to go through the same procedure.
George Patterson
Coffee is only a way of stealing time that should by rights belong to
your slightly older self.
What did the senator tell the FAA?
"George Patterson" <grpph…@verizon.net> wrote
> Completely immaterial. The only important question is how many of these
> incidents were caused by medical conditions that would have been caught
during a
> typical FAA exam. Many of these incidents would have been prevented if
drivers
> had to go through the same procedure.
This could be argued adnauseum (is that a word?) with no answers.
The proof (one way or another) will be the statistics gathered after a few
years of the sport pilot program. The results could very well result in
changes in the current system of PPL medicals, or show reasons for keeping
the system in place for many years to come.
Of course, even if data has been collected showing no significant change in
the medically caused accident rate, many will say there is not proof of a
reason to change anything.
‘Twill be interesting times to come.
—
Jim in NC
Morgans wrote:
> The proof (one way or another) will be the statistics gathered after a few
> years of the sport pilot program. The results could very well result in
> changes in the current system of PPL medicals, or show reasons for keeping
> the system in place for many years to come.
again (the subject keeps popping up regularly in this newsgroup),
the data is already here, and has been available for ages:
how many flying hours have been flown by glider (sailplane) pilots,
who routinely do something far more challenging physically than what
most powered private pilots do, i.e., longer, higher, more
adrenaline charged flights, and who do all that without
requiring a medical certificate (not even a driving license as
required by sport pilots);
–Sylvain
On Sun, 18 Dec 2005 23:19:10 -0800, Sylvain <s…@att.net> wrote in
<q5OdndXVH8dZwzvenZ2dnUVZ_tedn…@speakeasy.net>::
>Morgans wrote:
>> The proof (one way or another) will be the statistics gathered after a few
>> years of the sport pilot program. The results could very well result in
>> changes in the current system of PPL medicals, or show reasons for keeping
>> the system in place for many years to come.
>again (the subject keeps popping up regularly in this newsgroup),
>the data is already here, and has been available for ages:
>how many flying hours have been flown by glider (sailplane) pilots,
>who routinely do something far more challenging physically than what
>most powered private pilots do, i.e., longer, higher, more
>adrenaline charged flights, and who do all that without
>requiring a medical certificate (not even a driving license as
>required by sport pilots);
And what information has been gleaned from those data? I would guess,
that the rate of glider accidents per hour flown is significantly
higher than that of typical private pilot powered operation. But
would that be a result of the glider’s lack of an engine or
catastrophic medical issues?