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March, 1996

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It seem this 5,000-hour former fighter pilot, current C-12 driver, was so sick he could barely stand up and was as pale as the proverbial sheet. He wasn't throwing up, but he had stomach pain and had almost GLOC'd getting up from the couch. Then came his answer to my question, and it locked on the probable diagnosis. "Yes, my stool is black."

A quick exam, including the dreaded finger wave, and my suspicions were confirmed. It wasn't the flu it was gastrointestinal (GI) bleed, probably a stomach ulcer. A blood count revealed his hemacrit to be 19 (42 is normal for males). He had lost over half his red blood cells.

Naturally, he was DNIF'd (Duty Not Involving Flight) and admitted to the hospital. The surgeon performed an esophagastroduodenoscopy a boroscope of the GI tract and he did, indeed, have a bleeding ulcer. After four units of blood and some medication, he felt much better.

What was the cause of this ulcer? Our pilot had been having sinus headaches for several years and was taking aspirin to makes his headaches go away usually 20-30 aspirin a day! Well, aspirin, or acetylsalicylic acid, erodes the stomach nicely and is a common cause of ulcers.

What about his headaches? The pilot had diagnosed himself with sinus headaches. Aspirin helped a lot, so he took a lot. After a while, his headaches seemed to come when the aspirin wore off. So he took more aspirin, and the headaches would go away. He had been doing this for a couple of years. No big deal, right? It was now it had caused an ulcer, and he was physically addicted to aspirin. Yeah, a lieutenant colonel aspirin junkie!

Had our hero been flying? No, he hadn't been flying. He had the engine off his Pitts Special as was putting in a bigger one so he could really twist his tail. I was glad the guy who had nearly blacked out getting out of his chair had enough sense not to fly. His plane was broken, so he couldn't fly anyway.

After a couple of months, he was completely recovered, his blood levels were back to normal, a scope showed no ulcers, and he was off all medication. He had no problems stopping the aspirin, and his headaches went away. He received a waiver and was returned to flying duty.

And now for the rest of the story. Who showed up in my office a couple of years later? The same pilot. (By the way, I'd flown with him several times, and he was one of the best pilots I'd ever seen.) It seems he had been under a lot of pressure lately. He was retiring, trying to sell a house, and was going to move to Florida to his new house by the airport. (Tough life, right?) His wife was already in Florida, and he didn't have another job lined up.

The pilot had felt that familiar pain in his stomach and had those black stools again. The antacids didn't stop it, so he came to sick call. A quick blood count showed him to be just as low as the first time. We admitted him to the hospital for awhile and tuned him up a little before letting him go back out. We didn't transfuse him any blood this time as he was not quite as symptomatic, and there was more concern about transmitting an infectious disease.

Of course, he was DNIF'd and admonished not to fly at all. He went home and showed up every couple of weeks for a blood count. A month went by, and his blood count was up to 23.5. He hadn't been flying but he was very anxious to get his (by now) three airplanes down to his new home in Florida.

I told him his blood count was way to low to be flying and not to try it. Two weeks later, he returned. His count was 26. Asked directly if he had been flying, he said he'd gone around the pattern a few times in another guy's plane and had done okay. He really needed to get his planes to Florida and wanted up again. Again, I told him he wasn't ready to fly.

Two weeks later, he showed up in my office for his next blood count. It was better now above 30 but no, he still wasn't ready to fly. He agreed sheepishly. I questioned him on any recent flying and he admitted he had flown one of his planes to Florida.

I asked him if he had any problems and at what altitude he had flown. He said 7,000 feet, and he took a portable supplemental oxygen unit and used it. He said he had no problems flying down there. He added he hadn't any problems on the first airliner coming back. But he said on the second airliner he became hypoxic and passed out. He recovered later at a lower altitude. After the flight, he asked to captain what the cabin altitude was and was told around 7,000 feet.

Without the supplemental oxygen, and with a longer flight than the first one, his blood has desaturated its oxygen and he become hypoxic and unconscience. He was now a believer and knew he was lucky to be able to come back and tell me of his adventure. He waited until he was cleared to fly by his flight surgeon to resume flying.

Self-assessment of medical problems and self-medication should not be done by fliers. They lack to training necessary to make a proper diagnosis, get appropriate medical treatment, and to have an objective medical assessment of their flying status.

Even seemingly minor problems that persist should be evaluated by the flight surgeon. If it's minor, you'll be told that. If not, you'll get the proper evaluation and treatment. Experimenting with your life is not the way to test your medical judgment. Medical assessments, treatments, and determinations of flying status should be left up to the flight surgeon.

Maui
Captain Bruce Mays, B 737 captain, helicopter pilot, and CRM facilitator, will present this safety seminar on the "Error Chain." Official reports tell us that 75-80% of all accidents are caused by Pilot Error. Captain Mayes will giveus solutions on how we can decrease our errors.
Date: March 12, 1996 Tuesday 6:30-8:30pm
Location: 210 West Kam Ave.
Contact: Dr. Marilyn Colvin, CFI, ASI 879-0835 or 875-2430

Honolulu
Cardiopulmonary Resuscitation (CPR) Class
Every year, approximately 400,000 Americans collapse in their homes, in workplaces, or on the streets as a result of cardiac arrest. people need to know what to do in an emergency before medical help arrives. These CPR classes will be taught to American Red Cross Standards.
Dates: March 18 and 19, 1996 Monday and Tuesday 6:00-9:00pm
Location: Honoolulu Flight Standards District Office 135 Nakolo Place
Contact: Venus Burnside 837-8305 sign up with Venus to reserve your seat. (12 students per class)
Instructors: Patrick Coleman, MD, & Tweet Coleman, Red Cross Instructor

Alert No.208 November Issue page 2
BEECH MODEL F33A Power Loss
The pilot reported a power loss occurred during takeoff. A successful landing was made on a down wind runway. Investigation revealed the flexible fuel hoses had been replaced 30 days prior. The fuel hose from the engine driven fuel pump was found loose. It was established that the proper torque had been applied when the hoses had been replaced.

Alert No.208, November Issue page 4
CESSNA 172 Elevator Torque Tube Attachment
During preflight inspection, the left and right elevators were found to move independently when hand pressure was applied. Investigation revealed the six rivets used to attach torque tube to the flange had sheared. A simple check is to simultaneously, try to move the right and left elevator in opposite directions at the trailing edge. Any movement between them should be cause to investigate further.

Alert No. 208, November Issue page 7
PIPER MODEL PA 22-160 TRI PACER
During an annual inspection, cracks were found at the aft attachment area of wing rib numbers 1, 2, and 3. The inboard wing flap attachment was also cracked.
A review of the maintenance records disclosed the aircraft had suffered extensive wing damage that required replacement of the left wing. An investigation determined the wing used was from a PA 22-135 model aircraft. Although this wing was dimensionally the same as the PA 22-160 wing, it had a larger wing rib spacing, and there was one less rib. In addition, the 160 wing has a Vfe of 95 KIAS compared to a Vfe of 80 KIAS for the 135 wing. It was speculated that using the 135 wing on this aircraft may have subjected it to higher flap extension speeds and caused the damage found.

November Issue Page 15
ALTERED EMERGENCY PARACHUTES
Information for the following article was furnished by the FAA Flight Standards District Office (FSDO) located in Jacksonville, Florida.
They found parachutes that have been assembled and sold as emergency escape devises. These parachutes may have been modified from a "chest pack" configuration to a "seat pack" design without proper approval or testing.
The subject parachutes have been sold using a designation of "NS-3," and consist of various surplus military harnesses and parachute containers that were manufactured and marked with an identification of "NC-3." In some cases it was found that an "MC-1" harness was modified to allow the chest mount container to be placed in a seat location.
There is no FAA approval basis for these modifications. It is suggested that any parachute owners in possession of a "seat pack" parachute of military type configuration, consult their rigger for assistance in determining that the equipment is approved and meets the requirements of FAR Parts 91.307 (e), and 105.43(d). Military parachutes, when modified, must meet the military specification.
For additional information on this subject, contact Mr. George Erdel, Aviation Safety Inspector with the FAA FSDO located in Jacksonville, Florida. His telephone number is (904) 641-7311.

Alert No. 208, November Issue page 7
PIPER MODEL J3 TAIL BRACE WIRE HARDWARE
During restoration of this aircraft, the tail plane external bracing wire nipples (P/N U4101-000) were found badly worn. The defective nipples were made of brass.
The submitter stated this defect was impossible to see without relieving the tension from the bracing wires. The submitter suggested checking the hardware for this type damage during annual inspections. This defect could have resulted in a catastrophic event had the aircraft been operated in a turbulent air environment. Part total time was reported as 2,881 hours.

NOTE: The above situations are not peculiar to just the above makes and models. These occurrences have been found in the past and could occur in the future "Keep'um Flying Safely."

1. An example of a category with respect to the certification of pilots is airplane.
2. The primary force that causes an airplane to turn is horizontal component of lift.
3. You can fly through a prohibited airspace with permission from the using agency.
4. Flight control system malfunction or failure requires immediate notification to the NTSB.
5. According to FAR 91.205, you must have a tachometer in the airplane for a day VFR fight.
6. At night you can recognize a military airport because the beacon flashes green, white, white.
7. The purpose of a wing dihedral is for lateral stability.
8. To begin a night VFR fight you must have enough fuel to fly to your airport of intended landing and thereafter for 45 minutes.

WINGS PROFICIENCY AWARD PROGRAM

PHASE I
Bob Chapin
Kirk Fuchigami
Raymond C. Lahm
Richard Lowey
Gerald Narkiewicz II
Stuart Nishimura
Gary A. Trexler

PHASE II
Douglas A. Hocking
Mario A. Reyes

PHASE III
Frank R. Baker
William P. Padgett

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