Flying doctor mends pilot's broken heart

I was busy enjoying my private pilot’s licence and averaging 45 hours a year touring the UK, visiting new airfields and sharing the experience with friends and family from my home airfield of City Airport Manchester-Barton, when in September 2020 a letter landed on my doorstep inviting me to the cardiac surgery unit to discuss my aortic valve replacement. 

Time stood still for a few minutes. My most recent scan had determined that, in much the same way it is advisable to change a timing belt before it breaks, it was time to swap out my valve. All routine, I was assured.

I was born with a bicuspid valve, but was asymptomatic, so the yearly Echocardiogram with my consultant and bi-annual Class 2 Medicals were rather routine and without change. However, the numbers no longer added up and it was time to discuss a plan to swap out the old valve and ‘install’ a new one.

I consider myself fortunate, as my AME is quite simply, exceptional. Not only that, but he has extensive knowledge and personal experience of such surgery, has closely monitored and taken a keen interest in my valve and yearly check-ups since my initial disclosure of the condition, when I obtained my initial Class 2 Medical in 2012. 

I told my AME that I could not realistically – nor with a clear conscience – continue to take friends and loved ones flying, knowing that I needed heart surgery. He agreed that it was a wise decision to suspend my medical, which is exactly what we did.

The non-equity group that I was a part of allowed me to freeze my payments but keep my keys for my return to the air, an incredibly powerful gesture that I will touch upon later.

I will fast forward to the 17 December 2021, and my admission to hospital. Unfortunately, the operation was delayed due to the pandemic, but I remained fit and well, for which I was thankful. The operation, although major, was a non-event.

If I won the Lotto tomorrow, I would donate the lot to the cardiac care staff at Wythenshawe hospital in Manchester, in the hope that it would reflect the utter admiration and respect I have for each and every one of them. From my surgeon to those responsible for the cleanliness of the ward, I could not have received better care.

I was discharged from hospital on Christmas Day 2021 with a box of paracetamol and codeine. I still have both and they are unopened. My recovery accelerated at speed, before returning to work 12 weeks post-op.

After major surgery, the CAA requirement is that a six-month period must pass before it is possible to apply for a Class 2 Medical, so I spent this time subscribing to every aviation publication I could find, then reading them.

My Air Pilot Manuals now look decidedly second-hand, and the weekly FLYER Live YouTube streams kept my spirits up, as I very much looked forward to flying once again upon my recovery.

Watching FLYER members doing just that was a real boost. When you cannot do something that you truly love, it serves only to demonstrate how lucky we are to fly. I experienced how wonderful our group of aviation-minded friends and associates are, and what it means to be part of such an inclusive community.

When back driving, six weeks after my operation, I was invited for breakfast at Westair with the engineers who look after our group Warrior at Barton, just so that I could be around aviation.

A small gesture, but an incredibly powerful one, and I returned home with oil on my coat, smelling of avgas, according to my wife. I would not have had it any other way!

I was invited for coffee by my AME to discuss the road to regain my Class 2 Medical (and to compare scars) and it is this process that I wish to discuss, for if there is anybody reading this that is about to suspend their medical, or currently has a suspended medical and is unsure of what is required, then contact your AME.

There are hoops to jump through to ensure we are safe, and rightly so, but with the support and advice of our AME, the CAA, ATO and aircraft group, it became clear there’s a clear process and it may even be simpler than you think. 

The CAA website contains a plethora of information, and upon attendance at my AME’s office, I was provided with numerous sheets of paper and a flowchart that detailed the exact medical checks and tests that would require satisfactory completion for a Class 2.  Other routes may be available depending on medical status.

There is a cost involved to obtain these tests and examinations which are to satisfy the CAA and therefore the NHS is under no obligation to provide them. Although it is worth checking, be prepared to pay for the tests yourself. I told myself that the cost involved was the money I had saved by not flying so it didn’t seem so bad!

I required a full blood spectrum test, documentary proof that my INR level was stable (as I elected for a mechanical valve which requires warfarin), a Bruce protocol treadmill test, an up-to-date echo scan test, and a full report entitling me to undergo my Class 2 Medical.

All these tests needed to be arranged privately and were in addition to my six-month CT scan, arranged by the NHS to check the seating of my new valve.

I was eligible to apply for my Class 2 Medical on 17 June 2022, which was six months post-op.

A month or so beforehand my AME provided me with the details of a cardiologist professor, an aviation specialist who was a pilot himself and local to me, who would be able to advise upon, and take me through, the processes required and complete a report.

It seems strange to say that I enjoyed the process, but I was in the company of a respected cardiologist who was a keen pilot and a thoroughly nice gentleman.

I enjoyed the topless sprint on the treadmill with a covid mask on, less – but all in all, I had been waiting for this day for 18 months and was happy to be there.

In possession of my blood, CT and echo results, my cardiologist conducted the treadmill tests and prepared a report for my AME, declaring me suitable to proceed.

After a thorough (and again – enjoyable) medical examination supported by the Cellma portal system for updating CAA medical applications, I was handed my Class 2 Medical certificate on Monday 20 June 2022, some six months and four days after my open-heart surgery. Amazing.

Now it was time to renew my licence, as my bi-annual had expired on 30 April 2022, but I was ready for the process.

On Wednesday 22 June 2022 the Warrior went in for a check, and a cracked cylinder was identified, that ultimately would lead to a new engine having to be ordered, delivered, and fitted.

Having had my own ‘engine and valve’ troubles, there was nothing I could do, except be content that the Warrior was in the best hands with Westair and like me, the repair and recovery would be worth it.

Made up to be airborne once again after regaining my medical. Incredibly well looked after by @lacflyingschool, flying above the clouds in Class G airspace in the legendary bird G-BOIL. My first time at the controls in a Cessna 172. Need to dust off that whizz-wheel now… pic.twitter.com/doeUsbmsjQ

— Andy Torkington (@pplbarton) July 9, 2022

In August I began the process of renewing my PPL with LAC Flying School at Barton. A superb school, with friendly and knowledgeable staff who could not be more accommodating and keen to get me back into the air. 

My instructor, a retired lawyer, and I flew for six hours over a number of lessons and I have to say, as alien as it was at first, using that whizz wheel and flying by stopwatch, refreshed many skills I had forgotten that I had. Traditional, chart and watch navigation, taking into account max-drift and diversions. Practiced forced landing and slow safe cruise, stalls and recovery – I loved every minute of it and I think we must have covered the whole PPL syllabus.

It was on 14 September 2022 that my instructor was satisfied that I was at the required standard and my paperwork was signed off as such, before my examiner took the right seat.

He is a pilot with DHL, and flies and instructs at Sleap. He had driven up to see if I had what it took to pass the renewal and a more pleasant and professional aviator I have yet to meet.

We took off at 1020 and landed at 1155. I was shattered and had been put through my paces, but I had demonstrated that I was confident and safe – and grinned from the moment he told me we had finished, until 1900 the following night… at least!

I didn’t quite make the 2,022 minutes of flying in the FLY2022 challenge, as the Warrior was only brought back online on Friday, 2 December 2022.

However, on that day, the owner and I took her for her inaugural flight and followed the Lycoming run-in instructions for our two hour and 50 minute flight that he insisted I conduct as P1. A true gentleman.

Sunday 4 December saw me commence my Night Qualification training with High G at Blackpool Airport. We were blessed with clear, cold skies and unlimited visibility, as the owner and CFI taught me to not only fly his superb Robin 2120U aircraft (a first for me with a stick, vernier throttle, bubble canopy and electric flaps), but to fly and operate safely at night from Blackpool Airport.

Neither of us wanted to land, but we were blessed with the same weather on the Monday, so back I went, completing my training and the course to High G’s satisfaction in five hours and 10 minutes total time, 13 full stop take-off and landings, a 123 nautical mile navigation exercise and two hours and five minutes of solo flying at night.

I topped off my return to flying on my birthday with one hour and 50 minutes solo behind the new engine in the Warrior for a scenic flight to the north.

Not quite 2,022 minutes in 2022, but nine hours and 50 minutes in six days, and the thrill I had been looking forward to for quite some time.

In this article I wanted to demonstrate that a return to the air, in most cases, is achievable after a forced medical absence, despite the steps that must be taken and the tests which must be passed.

My operation was at the upper end of debilitating, but with the help and support of the aviation community, a fabulous AME and our incredible NHS, I did it.

The medical tests cost me in the region of £1,500, followed by my medical and subsequent return to flying and associated fees, but I had not spent this on flying and considered it well worth it.

I am writing this one (calendar) year to the day since my operation. Flying was the last thought I had as the anaesthetic began to work, and I am thrilled to be able to share it with friends and family once again.

Writing this has made me realise that I truly need a large Lotto win to thank all those who have been instrumental in my return to flying – and following my discharge from hospital.

In particular I would like to thank my incredible AME Dr Ian Donnan, Professor Bernard Clarke, all At Westair Engineering Barton, instructor Phil Dobson at LAC, examiner Sam Barnett, Group Aircraft Owners Peter Teasdale and John Somerville, and finally Eddie Clare at High G for some of the best fun and exhilarating flying I have ever had.

Each and every one of these people is dedicated to ensuring that we are safe to fly and facilitating what must be one of the most magical pursuits that exist.

If you are contemplating a return to the air, then close your eyes and remember the thrill. Then, ring your AME!