• September 14th, 2022
• Life
• By Steve Shead
• 0
• 0

Part One - Flying - so much has changed yet so much remains the same.

Not a code, design, or product post - but a life post - if that's not your thing I would say move on to the next article. It's a story that evolves over a few months, and thus far has not had a happy ending. I'm not going to spoil it - read on.

Background - I am a pilot - have been since, well, let's just say an awfully long time. About 17 years ago I stopped flying - life got in the way - priorities changed - it's an expensive hobby - just kind of drifted away from it. I actually wasn't sure I'd ever get the bug again, though I did miss it dearly.

Flying was my sanity check - my disconnect from reality and to a degree, where I felt I belonged. Flying for me is a natural thing. The mechanics of flying are native and second nature and allowed me to drift away from the rigors of everyday life. Yep - the engine is noisy but in the grand scheme of things, that faded into the scenery. In England I used to ferry aircraft to maintenance, flying from Class B to Class B (US version) - interacting with air traffic control in busy airspace, but still soaking up the freedom of the air.

Not sure what happened but when we moved to Washington something changed, and the draw to get back in the air became almost overpowering. There is a small airfield about 3 miles from the house with a flight school, so I signed up for a lesson. I already have hundreds of flight hours but had the fear of not being able anymore - not feeling the freedom and the sense of flight being natural and normal. I was wrong. Normally you need to do one hour of flight training for every year you have not been flying. Fast forward five hours and my flight review was signed off.

Let's not skip the journey. I signed up for online ground school as a refresher. I remembered how hard meteorology and navigation were and wanted to make sure that I not only refreshed my memory and regained proficiency, but also caught up with any changes, and wow, there were a lot of changes. Rule changes, airspace changes, FAA changes, medical requirement changes, and pilot category changes but the two changes that stood out the most were digital technology - glass cockpits and Electronic Flight Bags. Let me explain those a little.

A glass cockpit means that all of the individual dials and gauges that made up the cockpit were basically replaced with one or two monitors running flight software. I'm flying a Cessna 172 - single-engine, four-seater piston aircraft. Here is the cockpit I am used to - aka - original six-pack cockpit:

There are various ways to display the gauges, but predominately most are the same. You learn to fly by referencing the instruments, each one building on a picture. A picture could be power, attitude, and sink rate to maintain a 3-degree decent (glide scope), for instance. It actually sounds more complicated than it is, but scanning instruments was a thing, especially if you were instrument flying - that is to say, flying in clouds, also known as flying IFR (instrument flight rules).

Below is an example of the same aircraft, a Cessna 172, with what's called a glass cockpit. All instruments normally used to fly were a part of the six-pack and included on the left monitor. You go from noting a value on a dial, which sometimes became a positional reference more than the number it was pointing to, to a number on a screen. The horizon is different and the displays are different and more dynamic. All references required to fly are in that one display. The right display is the navigation and systems monitoring screen. Yep - quite the departure from the old six-pack. I'm guessing I need to learn to fly with a glass cockpit at some point.

Other things that have changed as mentioned above were the advent of EFBs (electronic flight bags). When I last did a cross country you would get out your sectional chart and draw your proposed route. Using an E6B flight computer - aka a slide rule - you would calculate your magnetic heading, true course, and true heading. Then you would get your weather briefing and factor in wind direction and speed to calculate things like wind correction angle, ground speed, and such, and hope like hell things didn't change too much after you take off - once committed you didn't change anything. That and dead reckoning were the way - not anymore. You open your EFB, touch the airfield you're departing from and add to route, touch the airfield you want to fly to - add to route - the EFB calculates angles, and speeds, and even suggests flight plans for you - overlays weather, allows you to do a weather briefing in the app - you can even file a flight plan from within the app and receive IFR clearance in a text - and this is me oversimplifying things, not to mention getting real-time weather updates as you fly, and a whole lot more. A lot of innovation has happened in those ten years away.

I still remember the old-school way and will always still fly with a map and a flight computer as a backup. Neither need technology nor electricity to run so if shit hits the fan and the electronics fail, I can still navigate. Oh, and you can fly the entire route by GPS - VOR is still a thing but is rapidly becoming a thing of the past. ILS approaches are still a thing, but you can substitute GPS for both horizontal and vertical alignment - though I'm told the vertical alignment is more of a guide than using a localizer, which is said to be more precise.

The only thing left to do to fly solo again is to get the class 3 medical out of the way - and that is booked for two weeks time - there's quite the lead time for doctors up here. In the meantime, I'm working on an online instrument training ground school, and have started instrument training in the air. It will be a hard slog and will take a while, but I'm ready for the challenge.

Circling back on a couple of points - doing the private pilot online ground school (even though not required) gave me all the information I needed to get current on rules, laws, navigation, meteorology, etc. I even took the exams at the end to earn the certificate, as well as see if I retained enough information. I don't need to re-qualify for ground school but I'm really glad I did! As I said earlier, a lot has changed since the last I flew.

This week I started the instrument rating training. This was a slap-in-the-head reminder of the complexities of instrument flying - from IFR departures to the different types of landings, to holds, step downs, precision and non-precision approaches, and a whole host of other seriously scary stuff. The workload in the cockpit without flying instruments can be exacting - add in the complexities of instrument flying and having to do calculations on the fly, as well as flying by only what the instruments tell you and there are some huge challenges to be overcome. Flying in the clouds is scary - you have to trust what the instruments tell you over what your brain and body are telling you - that's a hard override - but - like anything, the more you practice the easier it becomes, and the rewards of flying around the country, dancing through clouds, knowing that you can land even if you can't see the runway until you're at 250ft and oh-so-much-more make it well worth the effort. The caveat being it is not a cheap endeavor.

Wow! Lots of words - but you get the gist. I have the bug again, and I feel the passion again and I'm aching to get back to the skies. Each flight can be up to two hours but passes in a flash. Minor issues in calculating wind corrections whilst flying timed patterns without seeing outside become super frustrating, yet satisfying knowing I'll overcome those issues. The draw to fly is deep.

I did a thing - I flew - and now a part of me that has been missing for seventeen years is back. I did not know quite how much I missed it.

Keep your passion in sight - reach for the stars - never forget that you are deserving and don't let anyone bring you down.

Here's to more of the above.

Cheers

~Steve

UPDATE 10/03/2022

Having gone through the process of getting my flight review signed off and starting instrument training it appears that my FAA medical will not be approved due to a pre-existing condition. This is a huge blow and I'm still sitting in the glow of it since it was earlier this evening.

That being said, I'm not done yet. I don't know if it is possible to get past this, but I'm certainly going to try. Who knows what tomorrow will bring? It's complex, and I'm told it will be a long fight, but I'm going to try. Stay tuned!

Cheers

Steve

UPDATE 10/05/2022

After some digging, I found there is a path forward, a chance to get what the FAA calls a 'special issuance' - no guarantees, but a chance. It's going to take about 4-6 months at least, and it's not going to be easy. I've started the process to get me there, but can't do a whole lot more investigation without the denial letter from the FAA. Soon as that turns up I can reach out to some professional resources for help. I'm keeping my hopes us. More as it happens.

Cheers

Steve

UPDATE 11/15/2022

I received the letter from the FAA - not a denial letter but a letter requiring medical information etc. At least it is not a denial, but, there is a lot of work that I need to do to get all of the information together. I estimate I'll have what they need by mid-February, so this is going to be a long process. They tend to take two months to respond, which is painful in itself so right now I don't have a sense of when or even if they will clear my medical.

They require:

• A current Neurological evaluation for your history of Cataplexy/Narcolepsy in accordance with the enclosed FAA specifications. The report must include specific comments regarding the occurrence (s) and frequency of Cataplexy/Narcolepsy symptoms, current medication used and prognosis.
• Results of a current In-Lab Polysomnography/Sleep Study.
• Results of current Multiple Sleep Latency Test (MSLT).
• Pharmacy records for the last 3 years from all Pharmacies used.
• A typed, dated and signed Personal Statement regarding your history of Cataplexy/Narcolepsy, date of onset, treatment provided, medications used, current status and why this was not disclosed on your current application.

That's going to take some time to put together, what with booking the sleep studies and getting all the records together. No one said this would be easy!

In the meantime I am doing a lot of studying still, both to get up to date on the new PPL requirements, but also to prep for an instrument rating. This includes a lot of time in the flight simulator I've put together, which in itself includes a subscription to PilotEdge, which is a simulated (but very realistic) Air Traffic Control service. This helps reacquaint with working with ATC in VFR and IFR conditions. You can even take tests of increasing difficulty to further test your radio work.

The good part of flying the simulator so much is that my procedural flying is greatly improved, as proven by the monthly flights I do with a CFI to stay current. I'm doing a lot of circuits, and a lot of flights from towered to un-towered and visa versa, and lots of precision flying. It's good practice and fun at the same time.

That's enough for now. I might flesh this out more later, but you get the gist!

Cheers

Steve

UPDATE 01/27/2023

The sleep study days are finally here. Yesterday I flew to my sleep specialists lab in San Jose, CA and last night I did the nighttime sleep study. It wasn't what I expected. They called it a "titration" study where they measure the pressure needed from a CPAP to negate any sleep issues (sleep apnea). I normally use nasal pillows, instead, they had me use a type of full-coverage mask that goes over your nose and mouth - and - I was wired up like a badly built network closet. I felt like I was destined not to sleep, and I'm still not sure how that plays into the FAA requirements for my medical. Perhaps it shows that if there were any symptoms of sleep apnea they are managed by the CPAP. I'll let that one swirl around my head for a while. Anyway - I managed some sleep. You can't do the day-two study unless you get a minimum of six hours of sleep in the study the night before, and it appears I did that.

Today I am doing the Multi Latency Sleep Study - I basically take a nap every two hours, and sleep technicians measure the time it takes to fall asleep, as well as sleep stages and the onset of REM sleep. One down so far, and I think I fell asleep in about ten minutes - didn't really dream though, which means no REM onset (I'm told). There are a ton of sensors on my head and chest which don't exactly make it easy to get comfortable, but it is what it is. Four more naps to go, then off to the airport for a late-evening flight home.

Where is my head in all of this? I'm anxious right now. I've put too much emphasis on getting my license back and it is affecting me at the core. I need to find a way to manage that because it is becoming pervasive in both my personal and professional life - though I tend to hold it all in (also not a good thing). What if I don't get a waiver? I'm worrying over something I have no control over so it's just "wait and see" time. In the meantime, I try to fly once a month and fly the simulator multiple times a week.

Nap number two is coming up. I'll report back over the weekend as well as when the results come through (expected to be a couple of weeks). In the meantime keep on keeping on.

Cheers

Steve

UPDATE 01/31/2023

The sleep study is done, or should I say both sleep studies are done? One night time study and five naps the next day done, followed by traveling home - got home at midnight - that wasn't fun. Even with five naps, I was tired - though that feels somewhat normal.

So it seems if you make it through all five naps without REM onset there's a chance things are somewhat normal, or at least that's my perception. Within 3 naps the last time I did this the diagnosis was apparently clear, and that's where the narcolepsy diagnosis came from - something about how long it took to fall asleep and if it was REM sleep, etc. Anyway, now we wait.

The one offshoot of this that is worrying me is my mental state. I'm not sure if it is coincidental or related, but, I'm not dealing well with life right now. I don't identify with depression but I do sometimes suffer from anxiety. On Thursday I felt pretty extreme anxiety that was compounded by work requirements. Getting messages stating I know you're off but I need 'x' by Monday from your boss can be a little offputting. I'm also dealing with wavering confidence - something I am definitely not used to. Couple that with an almost continuous strap headache and life is a little interesting right now. Not sure what comes next with that or as I stated earlier if it's related to the FAA situation - I'm just stressed I guess.

I know I have given this FAA medical way too much weight, and that weight is weighing heavy on me. The thought that after all this testing and tapering off the drugs (I was taking Provigil and Xyrem) and they might still deny me scares the hell out of me. It's a constant battle in my mind, and it's wearing thin. Assuming all things line up I should have some idea in the next two months - it's the long wait, and again, it's wearing me down.

Well, that went down the wrong road, didn't it? I'm honest with myself and the situations I find myself in, which in turn helps me rationalize what's going on. I'm too deep in this 'mood' right now to discern a way out. That's troubling, but then I also know I can rely on myself to pull through - just wish I could see that light right now.

Time to get ready for bed. 

Cheers

Steve

UPDATE 02/18/2023

The sleep study results are in. My sleep latency average was 10.2 minutes, which is normal. Sleep issues would be present if sleep latency was below 8 minutes, worse still below 5 minutes. The diagnosis showed no indication of narcolepsy. That's a relief! The nighttime sleep study was a CPAP titration study. It showed less pressure was required during sleep - though I would have preferred to not use a CPAP. I don't want the FAA to start leaning in on the 'obstructive sleep apnea' angle. There was enough information about pressure and tolerance, and even then it would be flagged as mild. I swear using a CPAP creates issues for me.

I routinely monitor my sleep using an Oura ring, as well as an Apple Watch app called Autosleep, both of which show average blood oxygen levels as 98% and consistently show no 'events' during sleep. 'Events' are times when one stops breathing, by the way. 

Yesterday I spent some time putting together forty pages of information the FAA wants. Records of both sleep studies; all pharmacy records for the last three years; a neurological exam from my sleep doctor; a personal statement about my history of narcolepsy and such. I sent that overnight priority mail today - now we wait.

My sleep doctor said it is possible for the body to overcome narcolepsy, in fact, reverse it. But then there is also the chance it goes into remission, and comes back at a later date. Since I'm off the drugs with no side effects and no symptoms of narcolepsy I choose to believe that I beat narcolepsy. Much as it is an auto-immune disease it can be beaten, so I'm told.

Where am I now? I'm a little stressed since it's not a given that the FAA will approve my medical. I'm inventing dragons that the FAA will focus on the OSA too much, and require more proof. Just in case, I am asking for a home sleep test without the CPAP to prove that I don't have OSA - we'll see how that goes.

This update feels scattered so I'm going to publish it and come back later and tidy it up!

Keep on living life to the full!

Cheers

Steve

UPDATE 03/16/2023

Today I received a denial letter from the FAA, even though I proved that I no longer have Narcolepsy and no longer take their banned drugs. That's tough news after 7 months of fighting and $6,000 in medical expenses. Normally it takes the FAA two months to respond - this time around it took three weeks. It's a tough blow. All I have left is an appeal to the FAA Flight Surgeon. I've contacted AOPA and will see what they can do to help, although thus far they haven't been helpful at all - which is frustrating considering I pay extra to have medical/legal coverage.

I also didn't get the home sleep study kit. The sleep center said I needed to visit in person for them to go over how to fit the sleep-testing device, and since I live in Vancouver, Washington now, that would be a long trip. Let's hope the FAA doesn't put too much focus on that.

I'm rambling, perhaps because I'm tired of the BS. My sleep doctor is amazed at my progress and specifically stated that it is possible for your brain to cure Narcolepsy - well, for my brain to rewrite itself - didn't know that was possible. I was completely upfront and honest about my past condition and went the extra mile to make sure I was medically fit to fly.

I'm going to stop typing - I'm frustrated and numb, and I need to get my stride back. I cannot allow this to affect work and my spouse, though it's tough to hold it all in.

Until next time!

Steve 

UPDATE 03/26/2023

I sent an appeal to the Federal Air Surgeon, but I get a sense that will be denied also. I know there is a way to request a special issuance medical but no one seems to know how to get that done. It feels like the rules are that the FAA cannot issue a full medical due to a previous condition, as such a special issuance needs to be requested - not sure how that's done. I find it odd that there isn't a place where all of this is spelled out. I'm an intelligent guy but I cannot seem to make sense of the process. That was apparent up front when I applied using MedXpress thinking that was linked to the FAA database with my information in it. That was a huge mistake.

My AME (Aviation Medical Examiner) has been out sick for over three months now so I have engaged a new one. That's another $165 just to see them. If I've interpreted this correctly they can give me guidance on how to get the special issuance - at least that's the hope. That appointment is Tuesday 3/28. Let's hope that leads somewhere.

I know I can get through this but man, it is taking it out of me. So much effort and angst, red tape, and blind corners - and not to forget, expense. No wonder I am mentally exhausted.

On to Tuesday ...here we go again.

More as it comes in!

Cheers

Steve

UPDATE 03/30/2023

I met with a new senior AME - he said he doesn't understand why they wouldn't issue at least a special issuance, but all he can do is send a letter on my behalf - that's $165. I emailed an aviation medical services provider - that was another $50 just to get them to reply to an email. They stated it's not likely the FAA will grant a medical or a special issuance since the original diagnosis was not overturned by the current results. I would have to prove it was a bad diagnosis, and being such a long time ago I don't know that I can do that. I'm trying hard not to get discouraged but with every corner I turn, I hit a wall.

I have an appointment on Monday (15 min free consult) with Wingman Medical. If they can help they will charge me a bunch of money - not sure how much yet - but from the initial email it's again not sounding promising. 

I'm running out of options but I also know that I am not done yet. I have to keep fighting this. Meanwhile, I keep flying just to keep current and learn. I'm going to restart instrument training knowing that I might not be able to test. I even thought about purchasing a motor glider like a Grob 109, since they are like a light aircraft but don't need a medical. That's another expensive proposition, and I'm not even sure there is anything around here that can do a type rating. I used to fly a Grob 109B when I was stationed in Germany, but seeing as I left the military in 1992, that isn't going to be current. Seems I'm getting good at rambling on these posts. Can't help that. It's like documenting a stream of consciousness when the world around you seems to be out of control. A thought in there for me is, how is it that an FAA medical person's opinion of a condition holds more weight than a neurosurgeon's? How is it that they can make a summary judgment without specialization in that particular field, and how many of us pilots have suffered for what feels like an arbitrary and antiquated process? There's also the child in me that says "that's not fair"

So, still fighting, still going around in circles, still hitting brick walls ...but at least still trying.

Onwards and upwards.

Cheers

Steve

UPDATE 04/3/2023

Caution - scattered thoughts below...

Yesterday I had a 15 minute consultation with Wingman Med. It was not good news. The position told to me was that the FAA are playing a defensive game. He asked me to think of it from the FAA point of view - I had a Narcolepsy diagnosis and was taking meds for over 17 years. I stopped taking the meds 6 months ago and had a clean set of sleep studies in January of this year. In the FAA eyes that does not negate the 19 years of diagnosis. He said maybe two more years of clean sleep studies and I might get approved. As you can imagine, that hit me pretty hard.

I'm not an expert in any way, but I disagree with this. Since I have a board certified sleep specialist supervising my care, I'm inclined to think she knows her stuff. The problem is, even if I appeal to the NTSB, assuming the current appeal to the FAA is denied, and according to Wingman Med, they have no duresdition to overturn the FAA on this kind of decision. The other problem is the FAA does not give any detail on why they deny or what to do to be successful. I could get defensive and self rightous here, but it doesn't belong. I'm trying to stay on the facts, and the fact that I see is the FAA errs on the side of denial with pre-existing conditions (whether right or wrong), but does not communicate any detail. Even adding more detail would have value, and negate a lot of angst for those of us that are fighting. To hear it is a lost cause is almost heartbreaking.

Part of the problem I have here is that my Neurologist, an expert in the field, has cleared me. She even stated it is possible for your brain to rewrite itself to negate the issues. Granted she is not an FAA expert but she is an expert on the ramifications of sleep disorders, etc. She would not sign off if she was not sure. I've also been driving the whole time I've supposedly had Narcolepsy and have had no accidents or incidents behind the wheel. Still, I'm probably just venting here because it feels unfair, or more so, an antiquated viewpoint. Folks that have not been denied a medical by the FAA and go the "BasicMed" route and fly with a current drivers license. I cannot.

This process for those of us that are denied medicals is clear as mud. There are services out there that will proport to help but on average they are looking for around a $2000 commit, and one went as far as saying "you will not be successful without us". This can easily be an expensive process (and already is). AOPA is supposed to help, and I have the middle tier plan that includes basic medical advise but, thus far, have been not been helpful. In one interaction (and this is just my perception) they were somewhat dissmissive. Again, tailor that with my state of mind fighting through all of this totally blind. I know I'm venting but this is what those of us that have received the FAA denial have to go through.

I don't know where this is going right now. I'm told my current appeal will fail since it does not contain any new information, and that appealing to the NTSB is going to be the same - but - I have to try. Here we go again...

On the other side of the coin, you can't keep a good pilot down...

Meanwhile I continue to log flight hours flying with a local flying club with a CFI in the right seat. Last week I flew a Vans RV-12 for the first time - full glass cockpit (digital displays - not flown full glass before) with a new instructor, in the rain with gnarly crosswinds, at an airfield with a 5-degree approach over tall trees - yeah, it was fun and challenging, and reminded me how much I love flying, and love a challenge! I had to do two go-arounds before I could nail a landing, and we were flying through some serious rain, but what they hey - we were flying. It felt good! The RV12 floats, seems it doesn't want to land, just wants to fly, which makes sticking a landing in the conditions mentioned above quite interesting, especially the first couple of times. I was in my element...

I have also logged over 100 hours in the flight sim I have setup at home. I do a lot of procedural flying to hone my skills, and subscribe to PilotEdge for realistic ATC communications whilst flying. I've completed all 11 of their CAT exams. CAT stands for VFR Communications and Airspace Training, and those are based in the LA zone, what they call ZLA - basically southern California, and includes LAX, San Diego and more. Lot's of Class B airspace, and the CAT flights always test the limits of ATC conversations for a pilot. I continue to fly in and out of Class B, C and D, as well as untowered airports to keep up to date on radio communications. I feel like it's fluid now and I don't have to think too much about it. Also note the controllers at PilotEdge are actual ATC folks that are doing this for a side gig. So you get the same level of professionalism, but can also get a little bit of attitude, especially if you aren't setting yourself up for success. One might say, deserved - but realistic.

In flying the sim I've been learning IFR also. I've taken both the PPL groundschool (passed the exam twice) and IFR groundschool (not taken the exam yet) at Sportys, and am watching a series of videos on IFR flying. I've started setting up ILS approaches and am also trying out heads down VOR navigation, as well as the precursory GPS navigation. It's a steep learning curve, but I will prevail.

Here's the sim setup - only difference is I replaced the yoke with a Honeycomb Alpha, and boy am I glad I did - night and day in responsiveness and accuracy.

I think that's enough for now. I went on a rambling journey, but I got it down on paper, and off my chest. I will continue to fly, and I will continue to fight, even though it doesn't look like I'm going to win. I need to fly - it's in my DNA; it's my solice, like a friend I've known forever; it's where I am at peace, where I am challenged sometimes or where it is silent others. My connection is real - noone can take that away from me. 

Onwards and upwards.

Cheers

Steve

UPDATE 04/4/2023

Today I received a copy of a letter the new AME faxed to the FAA. It was really well written and argued my case for a special issuance medical. It's a positive light in the string of what feels like rejections along the way. The letter highlights that there are no indications of Narcolepsy with Cataplexy and no ongoing sleep issues. Much as I don't want to get my hopes up, I hope the FAA listens.

I am, if anything, persistent. I strongly believe in my ability to fly safely and all the facts around me point to that. I know what Narcolepsy sounds like but, like everything out there, there are variations in what it is. I never fell asleep whilst driving or working, or at any inappropriate times. I was tired during the day, but at that time I was working for 8 hours, then teaching martial arts, cardio kickboxing and taking lessons myself. So technically I was on the go from 6am (including workouts) to 10pm - then having dinner and going to bed late - my sleep hygene was not good. I was super fit, but super tired, all the time.

Now I go to bed at 10pm, get up at 6am - workout 6 days a week but give myself time to recover in between. I monitor sleep health with an Oura ring and the Apple Watch sleep app and make adjustments to my schedule when necessary. 

Anyway - I wanted to get the letter from the AME on paper. A glimer of hope, but who knows. Time will tell.

Onwards and upwards.

Cheers

Steve

UPDATE 05/10/2023

The saga continues - though there is still no news from the FAA. I continue to fly, continue to learn, and continue to enjoy. These days I'm flying a Vans RV-12is at Grove Field. The hope is to complete an instrument rating, and since this particular aircraft has a full glass cockpit it is a TAA (technologically advanced aircraft), complete commercial training - still getting those ducks in a row. To keep this upbeat (for now), here are some pictures of said aircraft.

This aircraft is an absolute pleasure to fly. The fuel-injected engine takes some getting used to since low cruise is 4600 RPM, and normal cruise at 5500 RPM, not to mention having to 'burp' the engine to accurately check the oil level as part of the pre-flight. The bubble canopy gives a great range of vision and it has polite but responsive controls - so fun to fly! Below is a picture of the glass cockpit. Nice isn't it?

 

Moving on - on Friday, April 28th we went back to San Jose, CA to visit family for a few days. I took that opportunity to take an at-home sleep test. It involves 15 minutes of training at the sleep center in Redwood City on how to set up the equipment, and then a night trying to sleep wired up like a wiring harness. Bearing in mind we were staying at a hotel, it was going to be an interesting night's sleep. The test monitors everything from heart rate to blood oxygen level, to breath rate and more. It's not the most accurate test but it is a key indicator, specifically if mild sleep apnea is suspected. The good news is mine turned out to show no sleep apnea present. The bench for sleep apnea is 5 events per hour, my results were 0.2 events per hour. I had the new AME fax the document to the FAA to add to my case. Who knows if it will have any impact, but I have to try.

So it appears, the saga continues! More as it unfolds.

Onwards and upwards.

Cheers

Steve

UPDATE 05/14/2023

Still no news ...but I have shifted my focus from doing an instrument rating to training for a commercial pilot's license. Why you might ask? The CFI-I I am flying with is not current for teaching instruments. I could move to another instructor but we're also halfway through TAA training (technically advanced aircraft) - five more hours and I satisfy the aircraft requirements for CPL. You need 10 hours in a high-performance aircraft, a complex aircraft, or a technologically advanced aircraft. The Vans RV-12si that I fly is classified as a TAA. It also feels right to do the CPL, then move on to CFI or Instruments. Having taught gliding in the past I would love to teach again, as a side gig.

I'm still waiting for notification from the FAA - so - the saga continues, but, that doesn't stop me from flying, learning, and getting on with life with flying as an integral part of it, part of me.

Onwards and upwards.

Cheers

Steve

UPDATE 06/13/2023

Not to repeat a thing but still no news. It's giving me a stomach ache while waiting for a verdict from the FAA. A thought is the longer it takes the more positive the results - but there are no guarantees in that. I honestly don't know what to think. I've proven to them that the issues no longer exist, backed up that with documentation and even carried out extra sleep studies to further cement that viewpoint. I sent the appeal on March 19th but I know they didn't receive it until just before the end of March, so I feel like I'm overdue a response. In the meantime, my first AME is now back in the picture. She says she's interested to see what (if any) stipulations would be attached to a special issuance if that was indeed an outcome. I'm honestly not sure what she means by that. At the beginning she stated 'where there's a will there's a waiver' - though I'm not sure how a waiver would come into the picture right now. I just want it to be done.

I've sent the FAA all the evidence they requested, and all of it was positive. All test results showed no issues, including the home sleep study. Either way, I am going to fly either with a safety pilot, or the CFI I'm flying with right now as I go through commercial training. I cannot give up on my dream of flying again - I love it too much.

Commercial training is going well, though I was rustier than I thought at maneuvers. 50-degree turns proved challenging. I couldn't work out why I wasn't balancing the turn the way I used to. Much as you shouldn't spend too much time looking at instruments during the turn, cross-referencing is a thing. I tested the theory in the sim and was better - but the sim is predominately steam gauges. I do have dual G5's in there also. I think part of it is adapting to a glass panel. Normally I would cross-reference the altimeter and VSI with airspeed, which I can still do in the sim. With the Garmin G5's the VSI is tiny and the altimeter is a ribbon. I noticed that I would look at the steam guages and not the G5's so I've shifted my focus to the G5's. I've been practicing hard (50 degree steep turns as well as chandels) and getting more adept. I need to prove that theory in the RV-12 though, and I'm not flying for a couple of weeks due to travel.

One other thing - a potentially exciting thing - I have the option to purchase the C172 I used to fly from the club I fly with. I actually like this particular one since it is well-maintained and flies really well. It doesn't hurt that is has up to 40 degrees of flaps (albeit manual)! I'm going through the process of investigating the process of purchasing and seeing if a loan is viable - seems it is viable and affordable. I'm also looking at the cumulative cost of purchase, including insurance, tie-downs at the airfield, gas, insurance, and maintenance. It can fly on MOGAS, which is definitely more cost-effective. It's a risk if I don't get my medical since I will need to fly with a safety pilot, but I think it's a worthwhile thing overall. Dealing with the owner of the flying school is great. He's a great guy and understands that I need to be sure to purchase. I'm asking a ton of questions, all of which he answers willingly.

Here is a picture of it - pretty, right? And it's blue!

Here's a picture of me flying it a couple of months ago - my happy place! 

...and here's the instrument panel, including a Garmin GNS 530, ADSB etc.

Not bad for a 1959 Cessna 172A, right? It has a Garmin GNS530, ADSB and is IFR-ready. The only thing that worries me is the engine hours. It has 2004 hours SMOH, which is a little past TBO. The owner said he's replaced three cylinders and the engine is still strong. I'm sure there are a few hundred more hours on it so it's a worry and it has been meticulously maintained, but so far a minor detractor. The aircraft will be serviced by the same folks that have been looking after it thus far and all agree it has been well maintained

Whilst this is all exciting, I still have the dark cloud of my lack of a medical over my head. It's a waiting game and either way, I am not giving up - I can't!

Onwards and upwards.

Cheers

Steve

UPDATE 07/02/2023

I'm learning that every time I send something to the FAA to help my case it resets the clock for them to reply. It will be about two months from the last communication when I can expect a reply, so that makes the expectation to be around the middle of July based on the last letter I sent them. What a ride!

The latest news? First off, I couldn't move forward with the purchase of the C172 knowing that I still had no medical. Much as I could have filled the hours with a check pilot or CFI it felt counter-productive to purchase an aircraft when for all intents and purposes I was not qualified to fly. That was a tough decision to make, but I believe the right decision in the long run. If it's still available once this medical mess is sorted out I will more than likely move forward with that purchase. If not, I'll find something else.

Throughout this journal, you'll note I've had issues with AOPA either not responding or not wanting to engage. That continued with the medical folks until I sent a pretty terse email to their general mailbox. At that point, I got some communication. It looked like they were trying to reply but I wasn't receiving emails from them. Still not sure about that.

As it happens I was asking about what happens if my appeal gets denied. The medical guy said that was outside of his knowledge and handed me off to a legal guy, and that's when it got real in a good way. This guy knows his stuff. He asked pertinent questions and based his answers on his knowledge of how the FAA operates. He mentioned that receiving a denial within a couple of weeks is on purpose. That stops the ability of the applicant to apply for BasicMed in lieu of a class three medical since you cannot apply for BasicMed if you have a class three denial on your record. Regardless of my past, this made sense - a purely procedural action was taken. I was then asked if I had received a denial that had stated a special issuance was also denied - which I have not. That coupled with the positive test results could mean that a special issuance is possible. Regardless of the condition, the legal guy seemed to think there was hope, and I don't get a sense he was just humoring me. 

I also asked about appealing to the NTSB if this appeal fails. He seemed to think that was also possible. Much as most of those appeals are rejected he seemed to think I would have a case since I satisfied the requests of the FAA. The only gray area is the time since I stopped taking Provigil, and even then it's been over nine months. The only caveat is that I would more than likely need to engage a lawyer, and that could get expensive quickly.

The legal guy sent me some other legal folks' contact details to talk to in the event that my appeal is ultimately denied. I am seriously hoping it doesn't come to that. I've always held hope in my heart knowing that I am trying to do the right thing and that the pre-existing condition has no effect on me anymore if it is indeed still a thing. I dare to hope and I dare to push the limits in spite of the number of people that have told me it's a lost cause.

In all honesty, it wasn't until I chatted with the legal guy this week that I felt someone actually understood my case. His questions were succinct and his rationale made sense based on what I know of the FAA. His assertions were based on what he knows to be true.

So, here we are again, still writing about not having a medical. By the time it comes through in July, it will have been ten months of fighting and waiting. I've stated before this has had an effect on me but I have managed to put it in its place and not let it overtake me. I know it could so easily become consuming, and I've fought for it not to. As a senior executive in my career, I cannot let something like this get to me. Much as I feel it, the stress and such, I have managed to keep it under control. If nothing else, that is a huge win.

Next Friday we leave for England for two weeks to see the kids and grandkids, so even if something does come through from the FAA I won't get to it until I get home - perhaps that's a good thing.

Onwards and upwards.

Cheers

Steve

UPDATE 07/21/2023

I have literally just got home from vacation and have a letter from the FAA dated 7/7/2023 stating that they have received my appeal, and it is awaiting review. It says I can expect this review to take several months - jeez, I gotta say that really grates my last nerve. I've been going at this since August of last year, gave them everything they asked for and still don't have a decision.

Perhaps I am tired - just got off a nine and three quarter-hour flight from the UK, and that was after a two-hour drive to Heathrow - but come on, really? Another few months? It's at times like this when I just want to wave the middle finger and walk away - but - I can't. I did that last time after a two-year battle. This time not only have I not taken the medications for over nine months, but I've also proved that Narcolepsy isn't affecting me anymore. I've taken every test they have asked for and passed. I have a board-certified sleep doctor that has signed off on me, and a letter of appeal from a Senior Airman Medical Examiner. Why several more months? It's most disheartening.

I know I'm just whining now. I need to get it out of my system and hurry up and wait. This is at a time when anyone can fly with a driver's license - except me, it would appear. I continue to fly with a CFI, working towards a commercial license and I will continue to wait in the hope that this antiquated government entity can get it together and get me flying solo again.

I'm going to go to bed now and look forward to picking the pup up from the boarders tomorrow. Enough of this self-pity...

Onwards and upwards.

Cheers

Steve

UPDATE 07/23/2023

I emailed the letter from the FAA to an AOPA lawyer. His take is it is a positive sign that my appeal is in review since it wasn't a default denial. He thinks that is promising. That being said, he had stated any appeals that need psychiatric review are taking 6 to 7 months. My appeal doesn't require psychiatric review but could be indicative of a wait time based on professional review.

The waiting continues...

Onwards and upwards.

Cheers

Steve

UPDATE 07/29/2023

Today I received the final 'denial' from the FAA. This denial was for the Class 3 medical and special issuance. I'm still reeling, to be honest. After almost a year of providing everything asked of me proving that the condition no longer affected me, I was denied. I honestly don't have words right now ...it blew the fight out of me. Why ask me for proof if you're going to deny me? It makes no sense.

I've sent messages to my AME asking for advice, to my primary sleep doctor asking if there are any other tests I can do to help, and even posted to Facebook asking for help. I don't know where to go next. I know I can appeal to the NTSB, but they can only look at a full medical denial - and - if you've ever had a disqualifying condition in the past they will not overturn the FAA's decision, plus they have no jurisdiction on overturning a special issuance.

This whole process has been clear as mud, with very little insight into how the process works, let alone how to get through this. There are aviation legal folks that want a multi-thousand dollar retainer to look at your case. Who knows, maybe I have to go that route. Couple that with the FAA not giving any insight into the process, let alone why they deny - quite the antiquated system, and it's a wonder anyone gets to navigate the system.

Anywho ...I'm not finding words right now so I'll leave it here. For reference here's the Facebook post:

-------------------------------------------------------

Onwards and upwards.

Cheers

Steve

UPDATE 07/31/2023

It's been a couple of days since receiving the full denial letter from the FAA. It's odd that I received a letter on 7/7 stating it will take several months, yet two weeks later get the denial. Perhaps that's just the inefficiency of the FAA, not sure.

It's sinking in. I'm not giving up though, and have started conversations with my AME, as well as meeting with my doctor to get an independent review of the diagnosis of Narcolepsy. That will more than likely involve new sleep studies, but we will see. I'm also asking the two CFIs I fly with for letters similar to a 'statement of demonstrated ability'. I don't get a sense that the NTSB appeal will go anywhere since my condition is a disqualifying condition unless I can prove it doesn't exist, that is to say, was a bad diagnosis. That's a long shot without further documentation. The path forward is to push for a special issuance with further proof that the condition no longer exists.

Everyone says it's going to be a long road - perhaps - but I don't conform to the norms. I am investigating purchasing a motor glider since I only need to assert that I am fit to fly. Motor gliders these days appear to be piston singles with longer wings - so nothing is lost in flying one. They have modern panels, and even the older ones have complete panels if only steam gauges. The point is to continue to fly, regardless.

The only issue I see right now is communication. Entities that I am working with aren't the quickest in information turnaround or communication. I was thinking about that concept over the weekend. If it's not directly affecting you then what is your motivation to be prompt? For me, I treat everyone the same way I want to be treated. If someone is in need and communicates with me, I make sure I am prompt in my communication, regardless. I've seen instances where folks don't put any urgency behind communication unless it directly affects them. I always ask, what if the shoe was on the other foot? What if that passion to proceed etc. was to do with you, or your loved one? Would you act differently? Human nature unfortunately says no. That's an issue I'm dealing with right now, whether that be the FAA, AOPA or even the CFI that I'm currently flying with. Human nature? Perhaps ...annoying? Most definitely.

This afternoon I'm going to ask my doctor for a referral to a local sleep specialist. I will ask to do the OSA sleep study and multi-sleep latency test for an independent viewpoint. Not sure how long that will take to get done. Then, as stated, I'll push for reconsideration for a special issuance.

For reference, I'm looking at the Pipistrel Virus (experimental motor glider) or the Pipistrel Sinus. I'll need to get a motor glider add-on rating but that shouldn't be a huge deal, might even be able to weave that in with the purchase.

Still fighting ...

Onwards and upwards!

Cheers

Steve

UPDATE 08/12/2023

Fast forward another couple of weeks - I've been having conversations with a very savvy AOPA lawyer. He recommended a law firm that is well-versed in aviation law, and in dealing with the FAA. Engaging this law firm is going to cost me $5000 - yeah, another large chunk of change to prove what everyone else knows - I am safe to fly - but - if it gets my medical back it's worth it to me. They have suggested not appealing to the NTSB just yet. The preferred direction is getting more evidence of being safe to fly and appealing again to the FAA. I get it - the NTSB can only make decisions regarding the full medical and not a special issuance. The rule states if you have or have ever had a disqualifying condition you will not be granted a medical - pretty hard-nosed right there. But, I am trying to prove that the condition never existed. Even then the FAA rules state that they can issue a special issuance if the condition is shown to no longer be affecting the person or is under control. I've even dug up some PDF's from the late 90's where I see a number of pilots with narcolepsy get class 1, 2, and 3 medicals - so I know it can be done.

I'm also engaging with a new sleep specialist up here. My current sleep specialist doctor is in the San Francisco bay area so for one, can't practice in Washington. But, the main point of engaging a different one is for a second opinion to reinforce the current state of play, that is to say, I don't have narcolepsy - or at least reinforce that the condition no longer affects me. That will be yet another large cost since insurance will only pay for those tests once every ten years, and I had them done in February of this year. The cost is racking up quickly. I am so grateful to be in a position where I can afford this - thank you universe! ♥

My current AME averages three to four weeks to reply to emails. If you have a clue on who I am you'll understand that doesn't work for me. It's bad enough that the FAA takes months to respond. So, I am going to transfer my medical to the new AME I spoke about earlier. Perhaps he can't do any more than the current one, but I get a response to an email within a couple of days, and he and his team are willing to go the extra mile for me.

I have also asked for a statement of demonstrated ability from one of the flight instructors I fly with, just as supporting evidence. So, the fight goes on.

Have you ever had a dream where that 'thing' is just out of reach? You can see it, smell it and almost taste it, but just can't quite get to it? Yep - that's where I am now. I see pilots young and old alike enjoying their solo time and it bites me to the core. I am happy for them, don't get me wrong - but it's currently out of my reach.

Anecdotally, I flew with a pilot friend on Wednesday of this week. We flew from Camas to Albany to Corvallis to McMinnville and back to Camas. Flight time including the many circuits and pattern work we did was three hours on the nose - and - man, we had fun! The weather was around 80 degrees - scattered clouds around 4500 ft, very little turbulence. There were some interesting cross winds at Albany that created some interesting landings - but all in all a great experience with a good learning curve. It reminded me of the joy of flying without an instructor present. It reinforced my drive to succeed at getting my medical back.

On that note, it's time for bed.

Still fighting ...

Onwards and upwards!

Cheers

Steve

UPDATE 08/16/2023

Yesterday I paid $5000 to engage a law firm to help me through the process. Yep, that's another five grand in but I cannot give up the fight. I'm grateful I have the means to be able to afford this, and am cognizant that some cannot. This firm is well-versed in FAA medical issues and is in fact working with AOPA on modernizing the FAA medical landscape.

That being said, the way forward is to request my medical records and airman notes from the FAA - that is done. The request was sent by email and acknowledged within a day. Getting the records back can take upwards of 40 days to do. Most things with the FAA are not timely it would appear. If only they could modernize their systems and services. As a technology executive, I would love to take on that challenge. I digress - once we have the medical and airman notes (we being the law firm and I) we should better be able to see why they have denied me, especially since the tests they requested came back as clean. The law firm suggested not going the NTSB route right now, especially until we get a better understanding of what is standing in my way. So now we hurry up and wait, again!

I've also been trying to arrange an appointment with a new sleep specialist. That in itself has been painful. I was referred well over a week ago and still no call back. I will call them tomorrow and make that happen. Unfortunately getting an appointment, let alone another set of sleep studies done, is going to take time (again). There's a repeating theme here - time. Patience is a virtue but I have to say mine sometimes runs short. So many delays, twists, and turns. It feels like no one has any sense of urgency. To be truthful, unless the urgency directly relates to the practitioner you will rarely see any urgency - a fact of life. It's not impossible to find, just a rare and precious commodity.

Right now I'm sitting in a hotel room in the city where my current company is based finishing up my work for the day. I travel up here once a month and spend a week with my peers - it's always fruitful but quite tiring, and when you are tired it's sometimes hard to stay subjective. I sometimes wonder if I should write when in those moments, but those moments are a part of me, and for most folks are a part of life. What defines us is how we deal with them. We can wallow in self-pity, or we can allow the feelings to be real, rationalize what is in our control and reset or move on. No, that's sometimes not easy but (as I keep saying) we are all human, and we deal with emotions in our own way. The mistake some make is not allowing those moments to be real ...but that's another conversation.

I have been fighting this for almost a year now. It's like reaching for a thing, but never quite getting there, all the time watching folks at my flying club go do their thing, get their certs, and enjoy their airtime. I'm not being the victim here or being resentful to others, just reflecting on how it feels to not be allowed to fly solo. Yes, it could be worse, and I get that, but I am human and I sometimes feel a little down, or even a little resentful.

I still fly but even now doing the commercial license most of the work left to do is theory. Chandelles, lazy 8's, steep turns - I have them all down. Steep spirals are a great rapid decent maneuver - all of them I have down, just need to keep current. I'm even trying to find an examiner that will fly PIC so that I can at least take the exam, and then wait for the medical. I'm waiting to hear back on that, but also have some hours to do to get to 250. Yeah, I made the mistake of not logging hours when I used to fly, and that's now going against me. My fault so I don't have room to complain. I will continue down this route. Once I am done with the commercial certification I will do both instrument training and CFI training. I used to be a gliding instructor in my military days and really enjoyed teaching. I'd love to do that again as a hobby. I will continue to fly, but am really looking forward to the day I can fly solo, and fly with my family and friends. It's coming.

Hmm - it feels like I'm rambling now. Time to wrap this up and publish. 

More as it happens!

Still fighting ...

Onwards and upwards!

Cheers

Steve

UPDATE 08/27/2023

I received a call on Monday (8/21) from the sleep clinic. They had a cancellation for that day - I took it. That's over a month ahead of schedule - it all helps. The original date was 9/27, so that's a win! I'll celebrate that!

I chatted with the sleep doctor and brought him up to speed. He asked some great qualifying questions and agreed to do both sleep studies. All he can do is test, and if the results are the same as the previous sleep studies he can assert that he sees no signs of Narcolepsy. We talked about the symptoms at the time of diagnosis, as well as my lifestyle at the time. He seemed to correlate that it might have been more poor lifestyle choices than Narcolepsy.  Not sure how long it will take to arrange the tests though - upwards of a month I'm told, but at least we're a little closer. 

I have still not received my medical docs or airman's notes from the FAA, though I have been told that can take upwards of 40 days. Waiting seems to be the common factor to all of this it would appear. I'm ever hopeful that the notes will reveal why the FAA is denying me, and make it a simple fix. One can but hope, right? I'm in this for the long haul - I just don't want it to be a long haul. I turned 60 this year and it feels like useful time for flying is getting shorter. Yeah, I know, it doesn't make sense to worry about 15 or 30 years, but it's there and it irks me. It's hard to stay rational all the time.

I flew again on Friday. We tackled power-off 180s. I made the first one, but only just. I was flying on the edge of the stall with a high AOA and just floated into the landing zone - note to self, don't do that again! For the second one, I came in hot and high - did a forward slip - didn't quite bleed the speed off, and had a lot of float at flare. Lucky for me I managed to "place" the aircraft on the landing zone - risky, but it worked. With a little coaxing and real-time experience from Jack (the CFI I was flying with), the rest were all different variants of acceptable. The last one was the best one, but isn't it always?  After that, we headed back to Grove for an uneventful landing.

I'm going to win this. I'm going to get my medical back and I'm going to fly solo. I know it - I feel it - I accept it - it will happen.

Note I'm about to exceed the database capacity for text input very soon so I'm going to start a new post to continue this journey.

Enough for now - more as it happens!

Still fighting ...

Onwards and upwards!

Cheers

Steve

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