steve_uniacke

Ok, so... for people following my post, here is some news...

went to the CAA and did the medical.

unfortunately failed, but hope is not lost. I passed everything except one condition: anisometropia (as expected) but found out that my alternating squint is not a problem due to the fact im used to it and no double vision ever occoured, or eyestrain, etc. (e.g. sufficient fusional reserves) So im not exploring the Laser eye surgery way of correcting the anisometropia (because my pre-operative refraction limits are ok)

Interesting to note that Anisometropia has no limits past the initial medical... (so seems a bit silly to be spending €2500 On it, but oh well, rules are rules)

so hopefully, 6 months to a year after that i'll have a class 1

*insert expressions of joy and excitement here*

So, anyone in a similar position to me (or with any doubt about passing a medical) i suggest you go to gatwick and just do one. yes its £310 but if you're seriously considering a career in aviation, its worth every penny just to clarify your individual case.

Steve

Sailboat

Has anyone had one of these in to the middle of their career (Transport Jet Captain) and still flying by FAA or Transport Canada medical standards? Or, does anyone know of someone flying with a substandard vision in one eye(and do you know what limitations that creates)? I have a ahem... 'friend' who is correctable in the right eye to a high standard (20/10 corrected and 20/40 uncorrected) but a left eye that is barely making 20/30 to 40 corrected now. It used to be 20/25-30 corrected and required some ophthalmologist's reports a long time ago to issue the medical. The North American standards seem to 20/30 corrected as the minimum. We're talking mainly about an injury at a young age to the left eye and its giving problems later in life.

Kengineer-130

Sorry if it has been asked before, but what are the eyesight requirements for an FAA class 1 medical ?

I have my JAA PPL(A), but I can only get a JAA class 2 medical with a specal deviation for my eyesight, as I am -11 diaopters and basically monocular to my right eye. The CAA have let me have a licence on the basis that I have yearly eye exams and obviously do the usual of carrying a spare pair of specs, and I think already having obtained my licence swayed them to the fact that I am safe to fly.

Now I obviously want to go commercial, but JAA/CAA regs deny my class 1, basically said there is no chance, ( how can I be safe to fly in the same airspace as everyone yet not safe to fly a bigger jet? ) , so i am looking at going the FAA route....

Does anyone have the rules/regs to hand, as I have heard that as long as you are safe and correct to a decent level, even if you only have 1 eye you can obtain a SODA, or statement of demonstrated ability?

Could anyone shed any light on this please

brakpanner

Is it possible for me to obtain a class 1 medical - I currently fly on a class 2 med PPL I have a colour vision problem and also wear contacts +3.75 and +5.25, RESTRICTED TO VFR only - what are the chance ???
I have heard that i MAY be able to do this in the states, or possibly have my eyes corrected surgically.....Has anyone got any advise?

Kengineer-130

"FAA standards in the US are generally slightly more lenient than ours. Whether that is a good or bad thing from an air safety point of view is an ENTIRELY different subject . . . . . . ! !"

As regards to air safty, how many accidents are documented where vision has been a key factor? ... Serious question.

i hold a full unrestricted JAA PPL with -11 diaopters and monocular vision, I had to have a retinal examination and a deviation on my licence, but if I am safe to fly then I am safe to fly, as confirmed by the CAA examiner....

I find it interesting how many people discriminate becuse you have a high prescription with no real knowledge of the real implications ( not aimed at you AMEandPPL)

AMEandPPL

No offence taken, I assure you. My response was MAINLY aimed at the colour deficiency aspect of the original post, making it clear that that is not amenable to any surgical correction.

I probably understand this topic better than most AME's, having one eye which is less than 6/60 without correction, and the other which is nearly amblyopic due to a congenital cataract. I would certainly not get a class 1 because of these, but then I don't want one !
But I've had PPL and flown regularly and safely for last 25 years, without any problems or incidents.

Good question, and I could not give you an answer or any figures on this.

RavenII

Everything depends on if you can correct your vision to 100%, even with 11 dioptres there is a chance to get a soda if you reach 100% with correction.

If you can't reach 100% you are in trouble, but it's still possible to get the soda.

I have only 3 Dioptres on one eye, but it can only be corrected to 95%(Amblyophia). They still gave me a soda for a first class medical.

Call the FAA in Oklahoma, they can help you setting up a medical check flight. I would also contact a FAA medical examiner first, there are plenty in Europe.

Good luck!!

AMEandPPL

Best place is probably the CAA medical department at Gatwick, if only because it is they who will ultimately decide whether you can be granted a class 1 or not. As far as I know they will do single items (such as colour vision) rather than having to submit for a full (and expensive ! ) initial class 1 medical.

brakpanner

Thank you . What about my vision is that a problem to gain a class1 ? my vision is 6/5 and 6/12 aided.

Rugbyears

I suggest you follow the evert trustworthy advice of AMEandPPL!

27mm

Went to the optician's to be tested prior to ordering new specs last week. The field of view test - the one where you stare at a red light and press a button each time you see a green light at random positions around it - was no problem for my right eye, but my left eye failed it. The optician then took a closer look and referred me to my GP, who has pushed me on to an Opthalmologist. No one at this stage is willing to tell me what might be the cause - have looked at Macular Degeneration, but discounted it, as it appears to affect central rather than peripheral vision; would welcome any educated guesses, or advice from fellow Ppruners with a similar condition......

Mickey Kaye

How old are you?

Go and see the Optom ask him/her what they think. Ask them to be honest with you. Explain the situation you are in. Would a private referral be prudent as it would expedite the time to see Ophthalmologist.

My experiences with Opticians is that by and large they are a help full sort.

27mm

Hi Mickey, I'm the wrong side of 50, so have been wearing bifocals to adjust for long-sightedness for about 8 years now. You're right, the opticians are generally helpful, but in this case I think he was genuinely unsure of what the cause of FOV reduction was. I'm waiting for the Opthalmologist apppointment letter and if necessary will go private. The look on my GP's face when I handed her the Optician's referral letter was priceless - she hadn't a clue and promptly dumped it in her "too difficult" tray while pointing me at the Opthalmologist.....

TelBoy

Have a look at this EASA doc and paragraphs 3.a.1 and 3.a.2

http://www.easa.europa.eu/ws_prod/r/..._LIC_final.pdf

Will the EASA take into consideration real abilities??

Your comments on this would be very interesting.

brakpanner

Can someone please tell me what the requirement is for passing the class 1 med? Does it have to be 6/6 in each eye corrected if one wears glasses or contact lenses? (Tested in a monocular manner )
Or does it have to be 6/6 with both eyes tested ? (Tested in a binocular Manner)

TelBoy

At one time I do remember discussions about the CAA swapping FAA CPL and medical for CAA with the right ammount of experience. That died a death!!

The facts are that our CAA are the most acceptable of the JAA states for CVD - the rest seem to have their heads up their a*** about it. The EASA will take votes from all its members - not looking to good.

There was also talk I do beleve about PPL instuctors being able to take payment?? This will kill of the CPL and restricted class 1 and also probably sh** upon many instructors such as yourself.

Now is the time to act for ALL CVD pilots. We need to make our opinions known to the EASA and make sure that they know there WILL be legal actions (human rights etc) brought against them if we loose out.

Now where is that writting pad!!

tornado617

Hello.

I phoned up to book my initial class 1 today, and was surprised to find out that they require your eye details before the actual medical. Anyway, I gave them my details and they said that a optometrist would get in touch with me tomorrow. I assumed that standard guidelines would suggest whether I would meet/not meet the requirements. Is this normal? Its just that im a bit worried, because it was unexpected. My details are as follows:

Right Eye-Sphere= +3.5/Cylinder= -0.50/Axis= 113

Left Eye-Sphere= +3.0/ I dont have a cylinder or axis for my left eye.

Any help would be much appreciated!!! Thank you.

AMEandPPL

This is from the CAA medical department's own web site, where information about medical standards can be found :

ab33t

I paid £80 about two years ago , give CAA a call and make an appointment .

Tordan

Hi all, I´ve browsed through the thread as well as the current national regulations for medical requirements for an ATCO applicant and may have a problem with my old nearsightedness.
I currently hold a UL-B license, Swedish. Not sure which class medical that required, class 2?
My problem is that prior to my laser eye surgery I had about -8 diopters. The surgery took place 10 years ago and while the result wasn´t perfect it has been stable since. I now easily meet the demands for application to ATCO training. What worries me is of course the pre-op demands of +5/-6. I totally respect stringent demands on current, corrected, eyesight but fail to see what my eyesight ten years ago has to do with anything since I can prove stability since then? Looking in the JAA manual it states that a fit assesment may be possible after 3-12 months under certain conditions, which to me contradicts the pre-op requirements. I do understand that it´s different ruleset, but haven´t been able to find similar info for the Swedish requirement that in turn is based on Eurocontrols documents, phew.

1. Can the medical examiner be flexible in such a case, especially given that I´m aiming to be sitting either in front of a monitor or up at a tower where there are no high G-loads, low air pressure or other factors that influence aircrew?
2. Does my previous license mean that I´m considered as a renewal with less stringent demands, even if it´s not the same class?
3. Looking at the requirements there may be a difference between refractive surgery and laser surgery. I initially thought they were the same, but it could be interpreted in such a way that refractive surgery is the type where you actully make small incissions in the eye as opposed to, well laser surgery. I´m just getting more confused the more I try to find facts...

I have been in contact with the people that held my interview and they basically said that I meet the requirements for application but that I should inform the medical examiner about my medical history. Didn´t get much enlightenment there...
I guess that in the end I´ll take the exam and see what the heck happens, lol.

Cheers from Sweden!