The revised FAA Part 67 medical standards for a third-class medical certificate require testing both distant and near vision acuity. For distance and near visions, each eye separately must see 20/40, with or without correction. But what if one or both eyes can't correct to 20/40? There is some flexibility. The FAA may be able to issue a statement of demonstrated ability, or waiver. An eye evaluation done by your optometrist or ophthalmologist is usually required, and you may be asked to take a medical flight test with an FAA examiner to demonstrate that you can identify objects on the ground and in the air and can read navigation charts and panel instruments.
Regular eyeglasses or contact lenses that correct for distant vision are acceptable. Eyeglasses can be single vision, bifocal, or trifocal. Contact lenses that have a bifocal correction or correct for near vision are not acceptable. Also, the use of one contact lens to correct for distant vision and the other to correct for near vision, commonly referred to as "monovision" lenses, is not acceptable.
A popular procedure for refractive correction is laser-in situ keratomileusis, or LASIK. This sophisticated technique can be performed in minutes in the ophthalmologist's office, and vision correction is often immediate. Even though there are other surgical procedures available, LASIK has a high success rate with relatively few complications.
The FAA allows certification at all classes for pilots who have had refractive correction. The agency wants to see evidence of stabilization of visual acuity with minimal side effects, such as eye discomfort and variability of visual acuity. At the time your eye doctor signs you off after having the procedure, the FAA requests a status report confirming that your vision is stable. Then you can fly on your current medical certificate under the provisions of FAR 61.53. When your next FAA medical examination is due, the FAA will need the formal report of eye evaluation completed on FAA Form 8500-7.
Other types of eye pathology, such as cataracts, are considered on a case-by-case basis. As opacity of the central lens nucleus develops, vision loss progresses. Ophthalmologists prefer to wait for the cataract to "ripen" before removing it and replacing the lens. Until this happens, visual acuity may be brought up to FAA standards with periodic eyeglass prescription changes. When it is time for surgery, most patients are fully recovered within a few weeks. Again, the FAA wants a report of eye evaluation form at the time of the next scheduled FAA physical examination.
Glaucoma, brought on by increased intraocular pressure, is characterized as either open angle or closed angle, depending upon the mechanism of pressure elevation inside the eye. Open-angle glaucoma is the most common type and can generally be controlled with medicated eye drops. The FAA is more likely to qualify applicants with controlled open-angle glaucoma as long as there is no significant visual field loss. There is a special FAA form, 8500-14, for glaucoma. It should be submitted to the aviation medical examiner at the time of the FAA physical.
More serious eye problems, such as macular degeneration or retinal detachment may be certified provided there is adequate medical documentation showing good control following treatment.
One other consideration for flying is color vision deficiency. There continues to be a debate in the aviation community about the need for a color vision standard for nonprofessional pilots. The standard for all classes of medical certification requires that the applicant be able to "perceive those colors necessary for the safe performance of airman duties." What are those colors? We don't know for sure because the FAA doesn't really tell us. From a practical standpoint, red and green to identify aircraft position are necessary. White and blue to distinguish runway and taxi lights also help. Airport tower beacons are green and white, so those colors are necessary.
The confusion comes in the policy and procedure used by the FAA to test for color vision. Many AMEs use Ishihara pseudoisochromatic color plates in their offices. The plates are readily available, and they are one of several types of devices that the FAA accepts for testing color vision. Unfortunately, the Ishihara plates are not specific for the subtypes of color vision deficiency. That is, someone with even a mild color deficiency may have a very difficult time passing the test. That's why the FAA accepts several different types of tests that allow for the mild discrepancies.
In the worst-case scenario, a medical certificate can be issued at the time of the exam, but with a limitation for no night flying or color signal control. The limitation doesn't affect the issuance of advanced airman certificates, so an instrument rating can still be obtained and used during daylight hours only.
There are a couple of ways to get a night flying/color signal control restriction removed from the medical certificate, and it's important to understand the results of each method. The best way provides the applicant with an opportunity to show that the color vision standard has been met by passing an alternative test. If you fail the initial test but pass an alternative test, you meet the standard, and the FAA removes the restriction from your medical certificate.
By opting for the other route, you're accepting the FAA's determination that you don't meet the color vision standard. Then the restriction can be removed only with a waiver or statement of demonstrated ability. This is a problem if you have aspirations of flying professionally for the majors. A medical waiver may be viewed as a black mark in your record, and it could prevent you from getting a job offer.
It gets worse. If you fail the control tower color signal light test, the FAA probably won't let you take one of the other color plate tests. The best way, then, to handle the color vision restriction is to pass one of the alternative tests first. If that goes south, the option for the signal light test is still open.
The FAA made significant strides in easing the vision requirements in 1996. Some eye conditions that are disqualifying in other countries may qualify for an FAA special issuance. The AOPA Medical Certification Department can provide detailed information about vision or any other medical certification questions. You can reach the department by calling the pilot hotline at 800/872 2672. Information is also available 24-hours a day by visiting AOPA Online ( www.aopa.org/members/resources/medical.html ).
Gary Crump is the director of medical certification for AOPA and a commercial pilot.
Related Articles
