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... questions about the crash of N27RA in March of 1994. Apparently there is some question as to the actual cause of the accident, and they were curious what I could find out.
According to the official report, on March 16, 2004, Beechcraft N27RA departed McCarren International with 19 passengers on board. They made the first stop...
Most pilots get the majority of their required work up from a cardiologist or internist. This physician may or may not be your AME (it usually is not). Regardless of who orders, performs or interprets the test, the work up must ultimately be routed to the FAA through an AME. (Find an AME). The FAA requires that a pilot's current cardiovascular evaluation must include the following:
An assessment of personal and family medical history
Clinical cardiac and general physical examination
An assessment and statement regarding the applicant’s medications, functional capacity, modifiable cardiovascular risk factors
Motivation for any necessary change
Prognosis for incapacitation
Blood chemistries (fasting blood sugar, current blood lipid profile to include total cholesterol, HDL, LDL, and triglycerides) performed within the last 90 days
An applicant whose pressures are within the above limits, who has not used antihypertensives for 30 days, and who is otherwise qualified should be issued a medical certificate by the AME.
An applicant whose blood pressure is slightly elevated beyond the FAA specified limits, may, at the AME's discretion, have a series of 3 daily readings over a 7-day period. If the indication of hypertension remains, even if it is mild or intermittent, the AME should defer certification and transmit the application to the AMCD with a note of explanation.
The AME must defer issuance of a medical certificate to any applicant whose hypertension has not been evaluated, who uses unacceptable medications, whose medical status is unclear, whose hypertension is uncontrolled, who manifests significant adverse effects of medication, or whose certification has previously been specifically reserved to the FAA.
Originally posted by Zaphod58
The reason given was that no one was expecting the aircraft to arrive at that time. Now this seems pretty inconsistent with the fact that the pilot had to call ahead and have the runway lights turned on for his arrival. If they have to turn the lights on, you would think that they would be expecting a plane wouldn't you? And if it didn't show up, wouldn't they get a little suspicious that something had happened?
Message posted by jdcardiac on July 09, 2007 at 23:09:27 PST:
Conspiracy vs. coverup; or is it the same? My 26-year background in the cardiac field may give a
little to this thread. Certainly, one can have a fatal coronary/cardiac episode when one does not
have a clue that they have a problem. Usually, these are people who have significant risk factors
such as family history, smoking, and high chlorestoral; and don't see a doctor on a regular basis
for physicals, blood work, etc. In upwards of 200,000 cardiac deaths each year in the U.S. can fit
into this category.
That being said, one would think it would be common for a pilot of this stature to be checked out
on a yearly basis and at the very least have a 12-lead ECG and probably a treadmill or nuclear
stress test done. The exam should include blood work for lipid profile (chlorestoral)and liver
funtion due to medication that the patient would take. I personally have been involved with many
pilots, private and commercial, who have had or are threatened to have their licenses yanked due
to findings on a physical and have made their way into my cardiac cath lab. One, in fact, was a
former shuttle pilot from the mid-80's!
The statement that the pilot withheld info is the crock part of this story. Any decent MD
associated with flight surgeon-type exams would perform these routine exams on a pilot with this
type assignment, I would think. This is probably where a coverup comes into play. The MD was
in on it or his findings were surpressed.