Bubulle

Does nobody have a previous experience?

PPRuNeUser0161

2Close I couldn't agree more!

WanabeeQF, I check out the tower lights as I go here and there and find them all pretty much the same;

The white is white
The Green is like the green on the wingtip nav light, looks like an aqua green to me; and the Red, well its Red!

They are also very bright and intense almost to the point where they burn your retinas, I guess thats for daytime viewing.

Its as if there is a standard for the hue of these lights. I'm not sure if there is a standard but if there is perhaps the CV tests should test only to that standard? I have no trouble with the PAPI, I shoot them almost daily.

Oh, and last time I checked the EFIS manual doesn't discriminate against CVD pilots.

TelBoy

The CAD test is just another academic wet dream that proves NOTHING. The only way to prove if someone is fit to fly is in practical situations. EVERY pilot should need to demonstrate that they are fully capable of preforming ALL duties needed for the license or rating they seek.

We all do practical testing and those that can preform to the required standards should pass and those that cannot will fail.

As soon as the aviation authorities come together and support real practical testing then we will have a non discriminatory system that is a step forward in flight safety.

I feel the aviation authorities will NEVER agree with this - so go on CAA, JAA, FAA etc and prove me wrong. (in fact the FAA do have a similar practical approach, but not to all applicants)

rahulras1993

Hi all,

I was just wondering if anybody could tell me something about my eyesight and flying.

Okay so here

Eye Sph Cycl Axis
Right Eye -5.50 -0.50 15
Left Eye -2.00 -1.00 155

This was a regular optician , i go to every six months. Please let me know wether this acceptable for attaining a CASA/FAA/DGCA liscense

Thanks in Advance!

cottam approach

Off topic slightly. Posted on here sometime ago about IRITIS. Well CAA gave me a class one despite having had multiple episodes. Obviously I was and still am over the moon but thought i'd leave this post in case another iritis sufferer does a search and is worried. Obviously every case is different and it may not be the same result for other sufferers but just so you know, there is hope!

AviatorDave

Hi all,

this is a little lengthy, but please bear with me:

Currently living in Europe and wanting to go into commercial aviation, I underwent a JAA medical class I examination. All turned out OK, except for my myopic eyesight. My prescription is:

R -5.00 -2.50 (astigmatism)
L -6.00 -2.25 (astigmatism)

This prescription has not changed in many years, and my eyes turned out to be perfectly OK otherwise (20/20 vision while wearing my glasses, night vision OK, color vision 100%, glare sensitivity OK, you name it).

But:
JAA put down hard prescription limits in their regulations, and I exceed those limits, so I could get a class II medical only.

Now my questions:

I read the FAA regulations and did not find any such limit on the prescription strength for an FAA class I medical. It only says that you've got to have 20/20 vision while wearing appropriate corrective lenses.

Is there any regulation about the prescription strength that I have missed?

How is prescription strength handled by the airlines? Any "hidden agenda"?

I know that in Europe, especially the well-known airlines like Lufthansa tend to have their own (much stricter) prescription limits in place when it comes to hiring, so even someone with a perfectly valid JAA class I medical could not be eligible for a job at certain airlines.

Any input, experience and knowledge is highly appreciated.

Thank you

AviatorDave

Shunter

None of this detracts from the fact that the CAA demand you be able to differenciate between very very light green and very very very light green... A clearly proposterous situation as unrepresentative of real life as it gets.

The CAD test has the benefit of being much better able to more accurately pinpoint the nature and extent of one's CVD, that is not being contested. However, the key factor is that noone has ever provided any evidence that a) CVD pilots constitute a risk, and b) If they do, what threshold of CVD perfection should be set as the pass/fail criteria.

I'm sorry, but "we THINK cvd pilots are a risk" just doesn't cut it. The commonly used bolleaux revolves around PAPI lights. Personally when flying in a light aircraft I really don't care about PAPIs when I'm VMC and prefer to retain the ability to glide to the runway; I'm usually 4 whites right to the piano keys. If flying an IAP in duff weather I'm not breaking cloud until I'm over concrete so they retain their irrelevance either way.

I have a clean Class 1 these days, so perhaps my grinding axe isn't as sharp as that of some, but still I fail to be even remotely convinced by anything the CAA/JAA have to say as regards CVD.

Bealzebub

Yes but not a very convincing argument! Try that in an airliner on a selection of average runways and your long term longevity, no I correct that, short term longevity is likely to be limited.

Shunter

You're missing the point. Such lights present red and white; hardly similar colours and easily discernable to all but the most severely affected CVD sufferers. Why do you think the City University PAPI simulator got canned? Because everyone passed....

At the end of the day it's a field in which little research had been undertaken towards creating an appropriate scale on which to place prospective pilots; even less so in terms of establishing relevant pass/fail criteria. As such common sense dictates that the only sensible test is one of reality; pilots confronted with feasible situations they are likely to encounter in the discharge of their duties. A 50 year old set of clapped out disco lights in a dingy room at Gatwick doesn't just doesn't cut it.

Lack of knowledge and understanding is simply not an acceptable excuse any more.

Bealzebub

Yes you were researching this legal challenge almost 3 years ago to the day on this very thread. The CAA is an emination of the state in part charged with maintaining the fitness standards required for a medical certificate. Clearly the standards are meant to discriminate, all standards are. I am not sure what your allegations are, and to be honest solicitors and barristers are always able to find an argument (some better than others,) to support a clients claim, (on the assumption you are one.) Unless the discrimination is unlawful under the relevant statutes, then it hardly matters how significant the number of solicitors and barristers (or legal counsel if you prefer,) you have spoken to. Presumably if it is so clear cut, you would have obtained a judgement by now?

I believe in this matter you want discrimination to mean something that simply isn't the case. Unless of course you wish to be more specific in your citation?

sec1

Hey guys,
i got a question if anyone ever experienced this. I have an uncorrected astigmatism (about .25 on both eyes) and lately I noticed that around light sources there are ghost images. They are only obvious on distant objects but i can still notice them on near objects also. it doenst affect my flying, I was just wondering if I'm the only one...
sec1

belowradar

to create fairer guidelines for those hoping to become pilots.

I understand that there has been NO operational assessment of how this relates to the competencies and tasks that pilots perform.

So we have a new test which draws a new line in the sand but still does not correlate to the job of flying an aircraft at night.

Putting the cart before the horse

If a study was following a logical sequence it would say

1 - What is the risk ? and then quantify the risk by practical testing of CVD applicants - for example what type of CVD does the candidate have ?(easily confirmed by medical testing e.g. at City Uni)

2 - What can they not do safely in an aircraft at night - Practical testing flying ILS PAPIS, VASIS ETC

3 - Based on the practical test and medical test what line should be drawn.

i.e. Medical and Practical risk assessment based on fact in real operational environment.

To have a medical led eye test driving the regs is nonsense and any doctor with a basic understanding of control testing would know that.

Analogy = Drug testing based on what the drug manufacturer has decided is sensible without any positive confirmation of the drug side effects IT JUST WOULDN'T BE ACCEPTED AS REASONABLE OR VALID

This does sound like the CAA has hoodwinked the FAA into a backwards step for their pilots BE AWARE OF WHAT THE REALITY WILL BE

meger5

Has anyone heard or does anyone have information about possibly having Cystoid Macula Oedema ?

Any help / guidance would be much appreciated.
Tks.

HEATHROW DIRECTOR

There are many references on Google... but it's spelt Macular.

gijoe

2,

Have you thought of bunging in a Freedom Of Information request to see what they say?

G

meger5

Thanks do you of any pilots who have it or had it previously ?

Honeduser

Hi all,

My prescription is:

R -8.50 -3.75 (astigmatism)
L -8.25 -5.00 (astigmatism)

Please advise me with this prescription whether it would be realistic for me to pursue a career in commercial aviation even if I had undergone LASIK. Please give me honest replies as I need to plan my path from now. Many thanks!

modhop

Hey

I was wondering if you guys could fill me in on which set of plates iti is for the JAA medical. Also how many are you tested on? ANy links to practice would be appreciated.

Regards

Modhop

RMC

My son wishes to persue a career in commercial aviation.

Searched the CAA website and on the subject of distance vison they say....

"Your visual acuity (measured by your ability to see, in this case, lines of letters on a chart at 6 metres) must be at least 6/9 in each eye separately and 6/6 using both eyes together, with or without glasses or contact lenses (correction). If you need correction the refractive error (the amount of correction) must not exceed +5.00 dioptres of long sight or -6.00 dioptres of short sight. This is in the most ametropic meridian (taking into account any astigmatism). Astigmatism must not exceed 2.00 dioptres. The difference in correction between each eye (anisometropia) must not be more than 2.00 dioptres. Your optometrist will be able to explain these terms."

His glasses prescription late last year was

Right eye distance - sph + 2.75 cyl -1.0 axis 85.0

Left eye distance - sph + 0.5 cyl blank axis blank

There are no units on this prescription. Are the units dioptres...is he likely to get the nod.


If he is unlikely to meet the class one requirements I will point him in another direction.

Any help much appreciated.

dobbin1

Thanks for the advice - and your efforts to help us "disabled" pilots throughout this thread.

Did you do have to do the night flying with a safety pilot? If so, can you do it as a night qualification before the CPL course itself? I don't really understand how I can log night hours with my PPL endorsed "flights by day only", even with a safety pilot. I do actually have 3 hours of night in my log book done in the US as part of my FAA PPL and I really enjoyed it. I would love to do some more.