(Graphic: FLYING magazine)
For most pilots, the FAA Airmen’s Medical Certificate is a fundamental requirement for flight. This certification guarantees that the pilot meets the medical standards necessary for safe operation of an aircraft. But there are exceptions, and understanding them is crucial, particularly for pilots facing challenges with their medical certification.
Medical Qualifications: Contention and Controversy
Discussions about medical qualifications often lead to disagreements and controversy. Even though I am not a member of the FAA FAASTeam, I regularly attend WINGS seminars. These discussions consistently arise at the end of many presentations, regardless of whether the presentation is related to medical issues.
The typical statement is usually something this: “A Sport Pilot does NOT need an FAA Medical NOR BasicMed.” They are usually referring to the to the use of a U.S. Issued Driver’s License to exercise Sport Pilot privileges. While this is true at a surface level, the answer is more nuanced and not for the reasons many pilots mistakenly believe.
On the general topic of Medicals and Medical Qualifications, the FAA is very clear and states the following:
FAA AIM 8-1-1-1.a.1: “All pilots except those flying gliders and free air balloons must possess valid medical certificates in order to exercise the privileges of their airman certificates.”
FAA AIP ENR 1.15.1.1.1: “All pilots except those flying gliders and free air balloons must possess valid medical certificates in order to exercise the privileges of their airman certificates.”
Sport Pilots and Medical Disqualifications
Many people mistakenly believe that Sport Pilots are not required to have sufficient proof of medical fitness. However, this is not true, except for gliders and free air balloons, which are the only exceptions to this rule. There is no mention of Sport Pilots or Light Sport Aircraft exceptions in the regulations. However, there is a difference for those exercising Sport Pilot privileges in terms of what constitutes a “sufficient proof of medical fitness” under the regulations, due to a special exception by the FAA for Sport Pilots.
A person exercising Sport Pilot privileges can satisfy the “sufficient proof of medical fitness” requirement for Sport Pilot privileges in one of three ways, ranging from most senior to most junior. For illustrative purposes only, let’s categorize these as Level 1, Level 2, and Level 3. A failure or revocation at a higher (senior) level prohibits the use of an item from a lower (junior) level.
- Standard FAA Airman Medical (Level 1): 1st, 2nd or 3rd Class Medical Certificate issued by an AME or other FAA authorized authority.
- If a pilot’s most recent FAA Medical Certificate was denied, suspended or revoked or if any Special Issuance was withdrawn, the pilot is NOT eligible to operate any type of aircraft until the issue(s) have been resolved and a current and valid Airman Medical Certificate is issued.
- BasicMed (Level 2): Certification by a U.S. State Licensed Physician using the official FAA BasicMed Exam form, plus an online self-certification course.
- If a pilot’s most recent FAA Medical Certificate was denied, suspended or revoked, or if any Special Issuance was withdrawn, the pilot is NOT eligible to operate any type of aircraft until the issue(s) have been resolved and a current and valid Airman Medical Certificate is issued.
- U.S. Issued Driver’s License (Level 3): For the purposes of Sport Pilot privileges only, a valid U.S. Issued Driver’s License may be used to fulfill the “sufficient proof of medical fitness” requirements.
- If an adverse action has occurred with either a Standard FAA Medical or BasicMed issuance listed above, those conditions must be cleared, and recertification must occur, before using a U.S. Issued Driver’s License to satisfy the “sufficient proof of medical fitness” requirement.
- Sport Pilots must comply with all restrictions and limitations on their U.S. Issued Driver’s License, as well as any judicial or administrative orders pertaining to the operation of a motor vehicle.
- The pilot must “self-certify” that they have no medical conditions nor ingesting any medications that prevent the safe operation of an aircraft.
The FAA allows U.S. Issued Driver’s Licenses to be used for Sport Pilot privileges without the pilot holding an FAA Medical or BasicMed for a specific reason. This is because each U.S. state, territory, or district’s Department of Motor Vehicles (DMV) mandates a basic level of medical fitness for operating a motor vehicle. In this case, the DMV essentially serves as the medical certifying authority in place of an Aviation Medical Examiner (AME) or a U.S. licensed physician. Therefore, even though the pilot does not have an FAA Medical or BasicMed, they are still being medically qualified by a certifying authority (DMV).
If a pilot’s physicians have informed the pilot that they are medically unfit to operate an aircraft due to medical conditions and/or medications, or if the pilot becomes aware of any medical conditions and/or medications that make them medically unfit to operate an aircraft, the pilot is no longer able to “self-certify” and may not continue to operate an aircraft. This applies to any type of medical certificate or driver’s license.
Denials May Not Be Permanent
There is still a chance that you may be eligible for an FAA Airman Medical under Special Issuance. Just because your application was initially denied, it doesn’t mean that you’ve reached the end. You may still qualify for a Special Issuance Medical Certificate.
This is a quote from the FAA: “The Federal Aviation Administration (FAA) (ultimately) denies only 0.1% of medical certificate applications. The FAA processes over 400,000 applications each year.” The FAA will require a substantial amount of testing and documentation, but as long as you provide what they ask for, in many cases your chances of a Special Issuance are 99.9%!
The FAA has a “one percent rule” for Airman Physicals that goes something like this: The “1 percent rule” would result in a pilot being denied a medical certificate if their risk of a (acute/sudden) medical incapacitation (e.g. heart attack, convulsion, stroke, faint etc) is determined as being greater than 1% during the year (annual period). If you and your Aviation Medical Examiner can prove that you fit inside this box, you stand a reasonable chance of being one of the approved 99.9%!
Aviation Medical Examiner as a Consultant
It’s not widely known, but many Aviation Medical Examiners (AMEs) will provide consultation services before conducting your official medical examination. In this capacity, they are working for you and not the FAA. If your AME doesn’t offer this service, they can likely refer you to another AME who does. They can advise you on your medical status before you submit your FAA MedXpress application and physical and help you with any necessary pre-exam testing and documentation required for a Special Issuance application.
Have your Aviation Medical Examiner arrange the necessary pre-exam testing and secondary exams with your Primary Care physician to obtain a “medical clearance”. Inform your Primary Care physician that you need a “medical clearance” and they can coordinate the process. You will require at least an EKG, which can be costly if done at the AME’s office. However, many of your medical pre-exam testing and secondary exams may be covered by insurance or Medicare if ordered by your Primary Care physician for a “medical clearance”. I have gone through this process and found it to be more cost-effective.
Glider Operations: A Potential Pathway
If all else fails, there’s a ray of hope to fly once more for pilots facing medical disqualifications. Under certain circumstances, it’s possible to continue flying as a Sport Pilot or Private Pilot, even if your FAA Airman Medical has been denied, suspended, revoked or a Special Issuance has been withdrawn.
The key lies in adding the Glider Category rating to your existing Sport Pilot or Private Pilot certificate. Adding this category to an existing certificate can be accomplished in as little as three flight hours. Of course, you have to fly an aircraft in the Glider Category. If you prefer powered flight, you can train in and fly a Motor Glider (self-launch), like the Pipistrel Sinus. This particular model is equipped with a Rotax engine and a front propeller, essentially making it an airplane with 50-foot wings.
The Glider Category add-on will involve additional training and possibly both practical and written testing. If you meet the necessary requirements and demonstrate your fitness to fly gliders, you may regain the joy of flight. Of course, you’ll always want to consult with an Aviation Medical Examiner to ensure that you are flying safe and legal.
Medications and Flight: A Critical Consideration
Regardless of your medical certification status, pilots must be vigilant about the medications they take. The FAA prohibits operating an aircraft while taking certain medications, and there are no exceptions, even for Sport Pilots or Glider Pilots. While the FAA doesn’t maintain an official list of prohibited medications, the Aviation Medicine Advisory Service provides a helpful resource.
It’s always best to err on the side of caution and consult a certified Aviation Medical Examiner before taking any new medications, especially if you plan to fly. Your AME can offer personalized guidance and help you understand any potential impact on your flight eligibility.
Conclusion
Flying without an FAA medical is a complex subject with few straightforward answers. If you face challenges with your medical certification, it’s crucial to understand your options and make informed decisions. Remember, safety is paramount, and seeking advice from an Aviation Medical Examiner is always the best course of action.
Additional Resources:
Medical Facts for Pilots (FAA AIP)
I understand that you are not attacking me.
But you do show disdain for the statement “a Sport Pilot does NOT need a medical NOR Basic Med but a US issued driver license will suffice. Not just on the surface. FAR 61.3 (c) ( 2) ( v ) clearly states that.”
by the “water cooler” comment, hinting that it is not a serious statement.
You did the same with this statement in your article:
” These discussions consistently arise at the end of many presentations, regardless of whether the presentation is related to medical issues.
The typical statement is usually something this: “A Sport Pilot does NOT need an FAA Medical NOR BasicMed.” They are usually referring to the to the use of a U.S. Issued Driver’s License to exercise Sport Pilot privileges. While this is true at a surface level, the answer is more nuanced and not for the reasons many pilots mistakenly believe.
While I appreciate the history, the fact is that a Sport Pilot does NOT need a medical NOR Basic Med but that a US issued driver license will suffice. Not just on the surface. FAR 61.3 (c) ( 2) ( v ) clearly states that.
So again, what is the point you are trying to make when you say that “While this is true at a surface level, the answer is more nuanced and not for the reasons many pilots mistakenly believe.”
Bill, “a Sport Pilot does NOT need a medical NOR Basic Med but a US issued driver license will suffice. Not just on the surface. FAR 61.3 (c) ( 2) ( v ) clearly states that.”
This statement of mine still stands!
FAR is regulatory by nature.
Maybe there would be no bone of contention if I had added ” in lieu of a medical” after “… driver license will suffice”
But as you stated, if something is “in lieu” it is equal to what it stands for at least for the purpose to what it stands in for.
You could for instance use a Class 1 medical in lieu for a driver license in regard to the medical requirement for a sport pilot. But you could not use that Class 1 medical to drive a car.
I still don’t understand the point you are trying to bring across.
If it is the fact that the driver license in lieu of a medical for the sport pilot is not the end all, that the sport pilot still needs to make sure he or she is medically fit to fly, then you have to make that same argument for any medical, Class 3, 2 or 1.
Please understand that no one is attacking you or anyone with a similar position. You just best summed up what many other people say around the “water cooler.”
Let’s do some history…
When the various stakeholders originally proposed Light Sport to the FAA, it was pitched as being a program to allow pilots that had lost their ability to hold an FAA Medical to fly again. In other words, there would be no medical fitness requirements at all, more or less the same as with gliders or motor gliders. Even with gliders and balloons, you have to self-certify medical fitness. It just doesn’t require a piece of paper or a plastic wallet card.
It was a sensible proposal for a total exemption for Light Sport Aircraft, as they are about the same size, weight, complexity, etc. as a glider; minus the 50ft+ wing spans. Ultimately, the FAA believed that this was a bridge too far and kept the medical requirements in place that apply to all other aircraft. What the FAA did instead was to allow a U.S. Issued Driver’s License to be used “in lieu” (in place of) the FAA Airman Medical to certify medical fitness. The medical requirement didn’t go away, just an alternate path was created for certification. Does the DMV do a very good job of certifying medical fitness…I think we all know the answer to that question. We now have BasicMed as well, which is just another way to satisfy the same requirement of medical fitness.
At the end of the day, we all still have to “self-certify” medical fitness.
In response to my comment 2 days ago (which you did not clear for publication for whatever reason), you did rework your article and changed a few things.
However you doubled down on attacking my statement that a Sport Pilot does NOT need a medical NOR Basic Med but that a US issued driver license will suffice. Not just on the surface. FAR 61.3 (c) ( 2) ( v ) clearly states that.
Your article does not address what you think is necessary for a Sport Pilot to be legal. Rather it sows doubt without a solution. NOT very helpful at all.
I maintain that a Sport Pilot can legally fly in regard to medical with just her or his drivers license as long as that person did not have a failed or revoked medical.
FULL STOP — No ifs or buts! If you know different, convince me and I will concede.
I’ll let the author, Bill Ramey, address your comments and question in his own words, but I will add that it is correct to say that a Sport Pilot, an individual who has never had a medical denied, may fly an FAA-accepted LSA using only a drivers license in lieu of an aviation medical. —DJ
First off, let’s understand what is required medically when we fly aircraft, other than a Glider or Free Air Balloon. While the AIM is not regulatory by nature, it explains the FAA’s official position on the matter. Glider or Free Air Balloon (only) – no specific medical fitness requirement.
We as pilots must provide what the FAA calls “sufficient proof of medical fitness”. For most other category and class of aircraft that is the FAA Airman Medical (1st, 2nd, 3rd). As of May 1, 2017; you can now provide “sufficient proof of medical fitness” using Basic Medical (BasicMed) in lieu of a FAA Airmen Medical. The words “in lieu” appears in some places, and not others in various FAA publications.
Sport Pilots flying Light Sport Aircraft MUST also provide “sufficient proof of medical fitness”, unless it’s a Glider or Free Air Balloon. The FAA allows that to be done by the two methods listed in my comment above OR a valid U.S. Issued Driver’s License. Again, the words “in lieu” appears in some places, and not others, in various FAA publications.
The words “in lieu” literally mean “in place of”. If a requirement didn’t exist, you wouldn’t have to do anything “in lieu” of it. This is also why if you get denied a FAA Airman Medical, that you can’t just simply start using your driver’s license instead.
Bullet #3 of the article clearly states that a valid U.S. Issued Driver’s License CAN be used as proof of what the FAA calls “sufficient proof of medical fitness”, in lieu of a FAA Airmen Medical or a BasicMed certificate; so long as neither of those two have been denied or withdrawn. There is no ambiguity.
The bottom line is that if you have a problem with your FAA Airman Medical or with your BasicMed, you CANNOT use a driver’s license to fly until you resolve the issue(s). There are no exemptions, unless specifically granted by a Letter of Deviation Authority (LODA) from the FAA.