Vision
Part 67.303 of the federal aviation regulations says that to earn a third-class medical certificate, vision in both eyes must be correctable to 20/40 for near and distance vision. This is something most of us can manage with glasses or contact lenses, even when our vision is considerably less than perfect.
The regulation says nothing about night vision, leaving us lots of latitude. Still, all too often when I am flying with a sharp-eyed 20-year-old, he or she has spotted other traffic several long seconds before I have, especially at night.
The remedies for aging vision-perhaps they would better be termed precautions-are many. Older pilots may want to take along one of those younger types as copilot and ask him or her to help scan for traffic. Of course, such a person isn't always available. So, to supplement his own vision, the older pilot should try to take advantage of flight following whenever possible, even planning routes through areas where service is most likely to be available. Receiving traffic advisories doesn't mean that you don't need to be on the lookout; it simply serves as an extra set of eyes. If you are flying under VFR, it's important to follow the recommended altitudes. At least that way the one you don't see won't be coming at you head-on.
Night flying is a problem for many older pilots because loss of night vision with age is common. My own experience has been mixed. My night vision has deteriorated somewhat, and it can be hard to make out terrain below and see the horizon clearly. But other aircraft, assuming that they have the required lights, are visible a long way off, and seeing runway lights is no problem.
Flying only on clear, moonlit nights is my first recommendation for older pilots who want to fly at night - and again, taking a younger copilot is a definite advantage. It doesn't take much haze on a dark night before a pilot loses the horizon. As a result, I suggest that no older pilot fly at night without first receiving extensive instrument training.
Near vision is sometimes a challenge for the older pilot. Even with bifocals, it may be difficult to see out of the windshield, the instruments on the panel, and your chart. Typically, glasses help with most of these tasks. One admittedly imperfect solution for the problem of fine print is to write out a route plan in large print before you go. Include frequencies, VOR identification, and other key data so that you won't need to read the fine print on the chart. If you have access to a photocopier, enlarge sections of the chart along your route.
Hearing
The hearing requirements of FAR Part 61 are, if anything, less demanding than those for vision. The regulations offer medical examiners a choice of performing three different tests for hearing. For two of the three, a hearing aid is permissible. Of course, it's possible to pass the third-class medical exam and still have trouble understanding a harassed air traffic controller reciting instructions at full speed. The problem is worst with high-pitched voices because we tend to lose high tones first. Inevitably, that means female controllers are the hardest to understand. The Ts and Ss and Bs and Ds disappear behind the rumble of the engine. Hearing aids, even modern ones, may not be much help. But there is a workable solution. Active noise reduction headsets make an enormous difference. They work by canceling out the low tones produced by the engine, reducing its rumble to a murmur and making voices much easier to understand.
To minimize surprises, I have found it helpful to memorize the order in which controllers give common instructions. For instance, when an air traffic controller calls traffic, he will usually begin with a clock direction, followed by distance, heading, and altitude in that order.
And, of course, no pilot should give up the right to say, "Say again, please." If you don't get it, ask for it again.
Short-Term Retention
My memory is excellent. I can remember things my mother said to me when I was four years old. Unfortunately, I can't always remember what was said to me four seconds ago. This kind of short-term memory difficulty is common among older people, and there are a number of ways to deal with it. One trick is to repeat what has been said. Also, keep a pencil and paper handy on your kneeboard and take notes. This has always been recommended for IFR pilots who may be given long, complex clearances or instructions, but it's a good idea for VFR pilots, too.
And, once again, you always have the option of asking the controller to repeat the information if you don't get it all.
Reaction Time
It's hard for some of us to admit that our reaction time slows with age. I notice it more when I'm playing tennis than when I'm piloting an airplane. The truth is that it takes me longer than it once did to get ready to meet that fast serve. Knowing this, I'm forced to admit that the same must be true of my reaction to a gust of wind on final or the sight of conflicting traffic. For this reason, among others, I have made up my mind that my old Piper Warrior is all the airplane that I care to fly. It never works itself up to an airspeed of much more than 125 knots, and that's enough. Of course, it's also pretty simple to fly. I don't have to worry about constant-speed propellers or retractable landing gear, and that's just fine with me.
Knowing that reaction time slows with age makes it more important than ever for older pilots to keep in top physical and mental condition. Regular exercise is a must to help you stay sharp. And, while the regulations allow a pilot to fly eight hours after his last alcoholic drink, provided that his blood alcohol level is less than .04 percent, it never hurts to play it safe. For the over-70 crowd, I suggest waiting 24 hours.
Rate of Learning
As hard as it is to admit that my reaction times have slowed, it's harder still to admit that the rate at which I can add to my skills or acquire knowledge has slowed. I've tried making some comparisons with the performance of younger chaps and have concluded that it takes me twice as long to learn some things. Once we recognize that fact, it doesn't have to be a problem. Most pilots over the age of 70 are retired and have the time it takes to stay current and learn new things. The understanding will come, even if it comes more slowly. And, while some of the younger folks may disagree, I think it sticks longer.
In short, as you age, you are subject to an array of handicaps - some small and some not so small. You can minimize their impact with a little technology and some common sense.
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