That is a hilarious post, WN 
I suppose that in the most tightly regulated countries, people find the most ingenious ways to get around the regs.
There is a lot of truth about not changing one’s AME. I used to go to a JAA AME, and changed to a JAA+FAA one (a lot more cost effective than using two different AMEs) when I got the FAA PPL and started on the N-reg road.
The JAA-only one is just up the road from me. Recently I recommended him to a colleague who wanted to change to a more local AME, and the guy said to me afterwards that it was the most demanding examination he had ever had in his ~30 years flying career. Why? No idea. It just seems random sometimes. No wonder people never change their AME even if it means a long drive (2-3hrs for me).
Still some time to reduce weight until then
Try this
Absolutely delicious
The falafels have protein in them so you don’t feel hungry afterwards.
Drop the avocado. Too fatty!
Looks tasty to me. Avocado is OK for reducing LDL cholesterol apparently… the heck if I know why
I’ve been going to the same FAA AME since 2004. He has no idea who I am and asks every time if he’s see me before. I’m in and out of there in 15 minutes, which is just the way I like it. The value of the private pilot medical thing is a charade, he knows it, I know it and everybody knows it. From his POV its $80 in his pocket and he does one a day or so in retirement.
You need fat (especially for the brain) but it needs to be high quality fat, not the used engine oil which you get in a cheap burger or the traditional British fry-up etc.
The value of the private pilot medical thing is a charade, he knows it, I know it and everybody knows it. From his POV its $80 in his pocket and he does one a day or so in retirement.
I think a lot of AMEs here know that too. Specifically, that the medical is poorly predictive of health issues that can cause in-flight incapacitation (which is actually all that an AME should be concerned with) particularly given that most pilots will conceal health concerns which they might otherwise see a normal doctor about.
But at c. 150 quid a time, the AME lobby is strong. Not long ago I met a well connected CAA AME who said some very interesting things but said that nothing will change, due to the business setup.
My AME also gave the impression he felt it was a charade – seemed rather disinterested. They might have more work to do though when it comes to people needing to start e.g. blood pressure medications that don’t make you collapse, or (in an idealised setting where you’re entirely open with your AME and come as much for impartial advice as certification) needing advice on flying with known conditions where I suspect a non-specialist GP might be liable to be over-cautious. As the pilot population ages, I can imagine them being kept reasonably busy with this sort of work.
Much as the appointments are expensive, the setup costs/paperwork for AMEs seemed equally onerous – reading through them my impression was that you’d have to do rather a lot before it became worth the hassle. I’m sure it could be quite lucrative if you do hundreds but I came away with the view that it isn’t worth dabbling in.
How does it work if you need advice e.g. in the UK you need to contact your AME if you’ve been a hospital inpatient for more than 12 hours or are taking medicines, but I don’t see that you would normally need a repeat medical if you’ve just had an appendicectomy or are taking antihistamines – though advice would be a good idea. Do you pay any additional fees, or do AMEs regard one or two of these relatively quick consultations as being paid for by the annual?
You need fat (especially for the brain)
Actually, you need glucose for the brain, though ketones will do for a while if you are starving.
Link
Fat does taste good though, and can definitely be used by the rest of the body!
Glucose and ketones are brain ‘fuel’, but Peter’s right in that you need fats to build and maintain the brain structurally.
Trying to get back on the thread, what stops people giving up flying ? For me it’s a few things a) I part own a plane and like the freedom to do things b) I have spent a lot of time and money on this excessive hobby so I should get some more rewards from it c) even though I have landed at 70 odd airfield, airports etc, mostly withint the constraints of the UK souther 1.500000 chart, there are tons of interesting large and small places I havent landed at d) I like saying I am Pilot, otherwise I am a relatively quiet and not gregarious kind of person so at least that is a bit of an ice breaker for me e) I like gaz guzzling automobiles and it doesnt matter if it is a car, plane, whatever, but I like the sounds of a good old petrol/gas engine (and dislike vehemently diesel) f) i love playing with the knobs and buttons and looking at the old steam gauges g) i like take offs and landing and seeing things.
On the other hand, there are other forces in effect that sometime I have to fight, which do make stopping flying not such a bad thing. For the purposes of general discussion, and without trying to portray a sob story a) it gets more expensive b) it is hard to find the time when you work full time c) work commitments d) other expensive hobbies e) other expensive vehicles to maintain f) one could sell the flat and buy a house g) there are other bigger better planes on view, and you think a ‘spamcan’ PA28 is a little less exciting h) debatedly, its a dangerous hobby and even in the South East UK, you hear of a few deaths due to GA in the local area per year i) is it really worth desiring a full IR (even if the CB IR comes along locally, and affordably) as the previous constraints might not make it profitable.
Not on purpose, just because I am writing randomly, there seems to be more negatives, than positives, but at the moment I dont stop because I love it. It is one of only a few things besides my Wife, and taking beautiful photographs, that give me a warm fuzzy feeling inside :-)
Oooh and I wrote all of that without even getting into the whole EASA thing :-)
Mooney Driver wrote:
- Higher education (primarily IR).
In Europe, flying without an IR basically limits one to 100$ burger runs and similar things. Despatch rate is absymal VFR with about 20% and therefore frustration sets in quickly, if not with the pilot then with his significant others who will plan ahead for trips which hardly ever happen. With an IR the despatch rate will be much higher at around 60-70% and with it also confidence in decisionmaking is totally different.
This is far too negative. My dispatch rate VFR has been much higher (true, mainly spring and summer) for long x-countries. I would like an IR, but it’s not required for touring. What is required is a good block of time.
