-8-

certificates with special medical and operation restrictions that allow control of the risk”.
Let us examine one of Booze’s comments which may generate some controversy:
“Prevalence data (from the computers) were automatically produced from the automated files.
Prevalence data in this population are expected to be somewhat conservative since problems
have been experienced in the acquisition of complete and accurate histories from pilots with a
JOB, HOBBY, OR AIRCRAFT IN VESTMENT TO PROTECT.

	Disease is most prevalent among third class (general aviation) airmen and least prevalent
among class one airmen (professional pilots). Since the professional pilot undergoes a more
thorough and rigid examination and is subjected to stricter standards by the FAA as well as
employers, one must assume that these results reflect the effects of more thorough early
screening out of problem medical cases which results in less subsequent disease among the
remaining group, or that medical history (which would lead to disease detection) is being
masked to a greater extent among the professional category pilots. Certainly the incentive is
great, both monetary and otherwise, for the latter hypothesis”.

	This latter comment raised the ire of a 57-year-old senior DC-1O Captain, stunt pilot and
aviation supporter. Said the captain, “I disagree with Booze’s statements. In fact he is full of hot
air. We professionals take better care of ourselves. Most of us are most careful with our diets,
exercise programs and the like. We have more frequent medical than the FM requires, and
my company physicians make sure I’m in a good shape or better than FAA minimum. Some
pilots may fool some of the AMEs some of the time, but after the computer gets the information
you won’t fool them for long.”
	Another 58-year-old captain and owner of a J-3 and Bonanza, stated: “I am above normal
condition. Sure I wear glasses - so do 42 percent of all airmen. At least I have 20120 vision with
glasses, which is a hell of a lot better than most auto drivers”. (Editor’s note: confirms that
percentage figure.)
	Booze’s report included the fact that 20,058 active certified pilots wear contact lens and
some 5156 are certified to fly with blindness or absence of an eye (which includes visual
acuity worse than 20/200 uncorrected in either eye). Eye diseases are the most common
medical problems among active airmen. While representing a serious threat to air safety if not
recognized and treated by adequate correction, most eye pathology is relatively innocuous.
	The next most frequent disease is in the cardiovascular system. Hypertension, high blood
pressure, is the greatest contributor to the total prevalence rate. The upper limit cutoffs for
assignment of a hypertension diagnosis are 170/100 for applicants for second and third class
certifications and only slightly more stringent for class one applicants.

	HYPERTENSIVE PROBLEMS treated with mild diuretics without other derivatives and
some beta-blockers in low dosage are currently allowed for control. An interesting point is that
heart murmurs, including functional or physiological murmurs, account for over 20 percent of all
heart diseases observed to exist among active airmen.
	Running in the third position is the prevalence of abdominal diseases. This includes
hernias, history of kidney stones and uncomplicated ulcers.
	What all this indicates is that the FAA has currently adopted a more liberal approach to
medical problems. This doesn’t mean you will automatically get two-year class 3 medical even
if you pass your local AME’s.The FAA can LIMIT THE APPROVAL PERIOD, and in most
case of problem areas, the time limit may be as low as six months, including class 3 which
normally are valid for two years.
	If such an abreviated period as deemed wise by Oklahoma City, you must report back to
your AME for a “quickie exam” of the problem area only. This could vary in cost from $30 for
an office visit, or in the case of heart murmur, an echocardiography report for some $350.
Obviously subsequent medical problems are not to be taken lightly.
	Here is some of the wording on FAA from AC 8500-2-5 sent to most short term medical