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severe pain with pressure changes, such as those occurring during climbs and descents. Pilots should therefore be cautious about flying if they are significantly congested. Those who are highly sensitive to specific allergens – like experiencing a vascular collapse after a bee sting – clearly need to do everything they can to avoid sharing the cockpit with a stinging insect. Additionally, they should carry an emergency kit with them for use should such a reaction occur.
The FAA does not consider allergies to be disqualifying per se, but does state that severe allergies require an FAA decision. How they define a “severe” allergy is uncertain.
Where the FAA is concerned about allergies is with the self-treatment of allergies by airmen. Because most of the symptoms experienced by allergy sufferers result from the action of the histamine released in the allergic reaction, treatment revolves around the use of anti-histamine medications, many of which are available over the counter (OTC).
It is imperative that pilots avoid the use of “first generation” anti- histamines such as Benadryl (di- phenhydramine), brompheniramine, chlorpheniramine, and doxylamine. These drugs are highly sedating and are found in a large variety of OTC preparations including popular anti-allergy medications such as Dimetapp, Chlortrimeton, NyQuil, and Alka Seltzer + Cold medicine. Read the label of any allergy medi- cation you buy very carefully and do not use one containing the drugs mentioned above.
Newer, second generation anti- histamines have the FAA’s blessing. They include Claritin, Alavert, Clarinex, Mucinex and Allegra. The FAA suggests that before flying with one of these medications, you use it a few times and make sure you suffer no side effects.
Of course the best advice is, as always, to use common sense. If you are having significant problems with
MAY 2017
allergies, don’t fly unless and until you can safely and reliably control your symptoms. KA
Dr. Jerrold Seckler is retired after practicing medicine (urology) for over 40 years and as an active AME for 25 years. He has over 6,000 total hours, 2,200 of those in his 2001 Cirrus SR22. He is an ATP, CFII, former COPA Board Member and a ground instructor at Cirrus Pilot Proficiency Programs.
The items discussed in this column are related to experiences by Dr. Seckler in his many years as an AME, and made hypothetical for the article. Any information given
is general in nature and does not constitute medical advice.
KING AIR MAGAZINE • 11