Since being signed into law as a part of the FAA Extension, Safety and Security Act of 2016, most pilots have been eagerly awaiting the official rollout of BasicMed. On May 1, the law was officially implemented by a brand new FAR Part 68 — Requirements for Operating Certain Small Aircraft Without a Medical Certificate.
Pilots who meet the prerequisite requirements for participation and who are willing to fly under a very specific set of private pilot level rules may act as pilot in command of a conforming Class I aircraft without possessing a third class medical certificate.
In lieu of the medical certificate, pilots using the alternative BasicMed rule must possess a valid state driver’s license, must fill out an individual information questionnaire and then complete a simple medical examination by their personal physician.
Afterwards, armed with a doctor’s signature and identifying information, BasicMed pilots complete an online BasicMed course provided free of charge by the Aircraft Owners and Pilots Association Air Safety Institute.
Once the course is complete and a 20 question test is passed with an 80% or greater grade, a BasicMed Course completion certificate is issued. The exam and course documents are carried in lieu of a Class III AME issued medical. That’s it.
Only three medical conditions are disqualifying: Specifically defined mental, neurological and cardiac issues. These will require a one-time formal FAA Special Issuance before using or reusing the BasicMed process. In addition, any substance abuse issues will delay use of BasicMed.
After just two days, AOPA reported that 1,354 pilots had fully completed the entire process and may fly under BasicMed rules.
Another 3,897 had completed the online course and exam without physician information yet entered and 2,412 had begun but had not completed the course.
One of those in the last group, 46-year pilot and multiple aircraft owner Larry Stencel described how he made it all work for him on day three of BasicMed, May 3.
He started months in advance by reading and analyzing the early tentative AC 68-1 and then by establishing a relationship with a new local personal care physician.
Assuming the doctor would be unfamiliar with the evolving history of BasicMed and its requirements, he wrote a “Primer on Basic Med” and presented it to the doctor during his initial visit. Talking about airplanes, the doctor mentioned that he had a family member who owned a Maule. At that point, Larry said that he knew the doctor was likely to be receptive to doing the exam.
On his second visit a month later, Larry asked the doctor point blank if he’d do the exam; the doctor said, “Yes.” He feels that the educational primer he provided made the difference.
He made a third appointment for May 3, allowing for a few days extra “just in case.”
Prior to that visit, he completed a biannual comprehensive eye exam by his ophthalmologist who — by the way — was his AME. Armed with a fresh eye health and vision exam, Larry brought that report with him for the BasicMed exam.
Larry said that when his doctor brought the FAA approved physician exam form into the exam room, he wryly asked, “Why the heck does the FAA want an anus exam to fly an airplane?” You can imagine the discourse that followed that question.
Thirty minutes later, Larry had the doctor’s signature on the BasicMed Exam form.
Larry tells us that he noted a significant difference between the Section 3 Exam form first revealed in January and the final official form being used now. The tentative form had 22 areas to examine with a column labeled “Abnormalities, Yes or No.” The final form has the same categories followed by “Examined.” He said this was noted by his physician, as well.
He feels that this change made the doctor more willing to sign the form and thanks whoever was responsible for it.
“The AOPA BasicMed pamphlet also was a great help,” he explained.
Upon returning home from the doctor visit, he spent a couple of hours taking the online BasicMed course and exam, then printed out his Course Completion Certificate and was done.
He said that considering how long pilots have been hoping for medical reform only to be rebuffed for one reason or another, finally exercising such a welcome new rule was actually anticlimactic to him.
“I no longer have to fear failing an AME exam every other year,” he said.
Larry said he sees the new rule as a sort of “halfway” between flying as a sport pilot and a full privileges private pilot requiring a Class III exam, which will work perfectly for him.
Instead of selling his C172 and PA28, which he has owned for 32 and 15 years respectively, he will now keep both and spend some money updating them with ADS-B and other avionics refinements, as well as cosmetic improvements. He plans on doing some serious shopping at this year’s AirVenture.
Sadly, he notes, some of his pilot friends are having a problem finding a physician willing to sign a BasicMed exam form. He urges those in that situation to use his method — educate them, work with them and, if necessary, find another doctor.
As to the question of some doctors having liability issues with signing the form, he opines that maybe AOPA and the Experimental Aircraft Association (EAA) ought to form a separate entity to provide liability insurance for doctors who need it. His doctor was part of a much larger hospital network that covers liability issues.
Larry adds that BasicMed was “worth the wait,” considering how much better flying under BasicMed is versus what would have evolved from the AOPA/EAA Petition for Exemption from the Class III physical requirements, which was held up by the Department of Transportation.
People with much more complex airplanes will be able to exercise their pilot certificates and keep their existing airplanes and that’s a “good thing,” he says.
BasicMed will increase the period between doctor visits from two to four years with the requirement to retake the AOPA online course every other year.
“Best of all, you don’t fail a BasicMed exam,” he said. “If a doctor feels uncomfortable signing you off as fit to fly, he or she just refuses to sign.”
Finally, BasicMed will likely now encourage pilots to be more proactive with their personal health without fearing uncovering something that might have caused issues when taking AME exams.
Larry urges all pilots who want to fly under BasicMed to read the new FAR Part 68 and to revisit applicable parts of FAR Part 61 — “then, go fly.”
“Give BasicMed a try if it will fit your mission requirements,” he concludes.
Why didn’t your regular doctor, who you indicate is the AME that gave you the eye exam, sign the form. Perhaps it’s the same as in my case. The FAA is actively discouraging AMEs to perform the exam. Something that hasn’t been widely discussed. My regular doc, an AME, is doing me a huge disservice by not doing this exam nor is any other doctor in his multi-doc practice doing them. It’s difficult to walk into a strange doctor and ask him to do the exam when the one you have been seeing for 35 years won’t do it.
The AME I have been using refused to sign off on basic-Med for a fellow pilot/friend stating he was concerned his medical malpractice insurance wouldn’t cover him should something go wrong with a basic-Med pilot! The AME does dot exams. He should call his malpractice carrier to see what their position is.
This is a real nightmare, not what was proposed.
Just recevied my BasicMed certification. I printed out the AOPA pamphlet for physicians and delivered it to her office a week prior to my visit. My physician asked me a couple of questions prior to the exam and then did my physical. I am now able to fly again for the first time since 2013.
Sorry–I was “multi-tasking” and read your reply as SR-22 instead of the jet. I tried to issue a correction, but the site wouldn’t let me.
Same issues still apply–the aircraft is capable of 300 knots, but that is at FL 280. The indicated airspeed will be far below the 250 knots for BasicMed, but you would still have to operate it below 18,000 feet.
I found the circular. It does say 250 IAS. 250 KIAS @ 18k would be 340 KTAS. The specs on the SF50 are 6 passenger, 6,000 MTOW, 300 KTAS. So a BasicMed pilot can fly IMC below 18k in that plane. Which is pretty astounding.
Sorry–I was “multi-tasking” and read your reply as SR-22 instead of the jet.
Same issues still apply–the aircraft is capable of 300 knots, but that is at FL 280. The indicated airspeed will be far below the 250 knots for BasicMed, but you would still have to operate it below 18,000 feet.
That the FAA had to be forced to enact this measure by an act of Congress says a lot. It’s good that Basic Med will help many – it’s incredibly sad that far too many will not find in it what they wanted and deserved. The FAA’s failure to foster GA where this issue is concerned is disgraceful. The filth of government & politics………
Mike … you are 110% “on frequency” with your comment. I attended the “Meet the Administrator” forums at Airventure in 2014 and 2015 regarding the AOPA / EAA Request for Waiver from the 3rd class medical and I can tell you that what was ‘spewed’ was a travesty.
The FAA Act of 1958 specifically directs the FAA to “promulgate” aviation. There is some talk in legal circles where they found a way around that mission requirement but I don’t think it’s true? Regardless, the airlines are now clamoring for pilots, paying bonuses, sending out postcards and etc. looking for pilots. Well … where the heck did they think pilots came from … TREES? No … from GA. And, in fact, all of us owe a debt of gratitude to OK Sen. Inhofe for finding a way to get BasicMed passed. It was because the FAA made HIM mad that it happened, too. I hate to be negative but … in another way … I’m just being realistic.
I have a personal saying … “The FAA … making simple stuff hard since 1958.”
Anyhow … we can all hope that after a number of (successful) years of BasicMed implementation — in much the same way that Light Sport opened doors — that BasicMed will open more doors. They’re doing it that way in the UK and other Countries … maybe the mythical ‘they’ will learn here, as well.
The story notes that the pilot in question wrote a “primer” for his physician on the Basic Med exam. Is it possible to post that so more of us have a head start on the education process involved?
Thanks.
Tom, Just go to the AOPA website regarding Basic Med.
You will find everything there including a tutorial titled, “What the Physician Should Know” which you can print out for your physician.
I faxed this and the AOPA medical info sheet (that you can fill out on line and print) one week before my scheduled appointment and asked my doc to contact me prior to the exam date if he had any questions or concerns.
He never contacted me prior to exam date, and my exam went off without a hitch—and I was his first pilot with this for him to experience. He thanked me for the advance info I provided and stated that he didn’t consider Basic Med any different than approving an athlete to participate in sports. In other words, he has no liability concerns. Easy peasy.
I haven’t found a doctor yet who will sign the form. I live in a city of 110,000 and so many of our physicians are in the same medical group which is associated with a very large hospital. I wonder about physicians who are so willing to sign the Basic Med form….that is who are they talking to and what are they reading about the new law? Let me elaborate….I have read summaries of the law provided by the FAA and AOPA. It is like reading two completely different summaries. The AOPA summary takes many liberties with how the physician should approach the exam and downplays any risk exposure for the the doctor….i.e. AOPA states that the basic med exam is the same as approving someone to drive a car. On the other hand, the FAA summary is very cut in dried in terms of presenting the specifics of the physical exam and other responsibilities. It also (and this is very important) refers the doctor to several FAA documents for background information (The FAA Guide for Aviation Medical Examiners,The FAA Pharmaceuticals Do not Issue=Do Not Fly list, Chapter 8 of the FAA’s Aeronautical Information Manual)……..the same information and procedures used by AME’s. So the question is this…..are the doctors who have signed pilots off with the new Basic Med reading the AOPA information or are they going through the FAA summary? I think the doctors who have thoroughly read the rule and checked out the FAA summary are refusing to sign Basic Med. Those doctors who have not looked thoroughly at the FAA summary and have been led by the nose through the AOPA summary or have listened to the pilot may be putting themselves at great risk.
I allowed my medical to expire 6 years ago, awaiting Basicmed. I just completed the Basicmed Requirements. I live southwest of Atlanta and went into the Summit Urgent Care on Highway 34 in Newnan. 45 minutes and $50.00 later, I was out with the form signed. The doctor that did the exam also did exams for truck drivers and other occupations.
I, too, have stressed about whether my next medical would be my last for 15 years. I’ve maintained a class II (or higher) since 1977, but as I’ve aged and studied the issue (I taught medical physiology until last year), the annual ordeal has become scarier and scarier.
This last year, when I was getting my annual physical from the GP (excuse me, “primary provider”), who I’ve been seeing every year since 1997, I asked about doing a basic med exam. His response: “Sure. No problem. I’d fly with you any day… Uh… what kind of standards do you have to meet? Maybe I should talk to the [corporate] lawyers.” After the actual checklist was published in late April, I started digging into the specifics. Basically, a common problem I have (which was no problem, if repaired, for a second class in 2016) is now an automatic disqualification under basic med. Further investigation discovered that, while I can fly a Cheyenne with 4 passengers in IMC, I can’t serve as a safety pilot for a friend in a C-152 while he practiced approaches.
I would say this is another example of the federal bureaucracy getting back at those of us “outside the beltway”, but you decide.
Merl … if you’re flying a Cheyenne on a Class II medical, I surmise you might be flying commercially … is this true? If it is, BasicMed isn’t going to replace a Class II physical. Period.
If you’re flying a Cheyenne non-commercially, the airplane weighs too much, has a service ceiling substantially above the 18,000′ maximum altitude, a cruise speed above the 250 authorized by BasicMed (although it IS legal to throttle it back and not exceed 250kt) and exceeds six total seats (not clear what model?). You cannot fly any airplane with more than six total seats even if they’re empty. Flying under BasicMed is a bit like Light Sport … lotsa extra rules that you have to be careful not to break.
Finally, if there’s a physical malady that you have that requires a Class II Special Issuance and you passed it in the last 10 years, you COULD fly under BasicMed. Read AC 68-1 and FAR 68. You might not be able to fly the Cheyenne but you could fly lots of other lesser airplanes. THAT is one of the beauties of BasicMed over the AOPA/EAA request for waiver from the 3rd class medical.
As to your doctor signing you off, that was the whole purpose of why I took the time and effort to write this article. To show how I did it. Frankly, it sounds like you’re trying to fly too much airplane under BasicMed to me but …
The BasicMed restrictions are on max gross weight 6000 lbs. And six passengers (not seats). The speed restriction is 250KTAS, not indicated. And not above 18k. The plane may be able to fly faster and higher but that is not a problem as long as you stay inside the lines.
gbigs … the number of passengers IS limited to a total of six (including the BasicMed PIC), however, the number of seats is likewise limited. There are some models of Cherokee Six and others that weigh less than 6,000 gross weight but do not meet the Reg. “They” are supposedly working on this but … as of now … the number of seats the airplane is certificated with is limiting.
Yu are correct on the rest of it.
Okay. We were surprised also to see the restriction on speed was KTAS not KIAS. How about planes that remove seats like a Cessna Caravan? is the rule physical seats present? Or total POSSIBLE seats?
The rule on seats is … HOW was the airplane certificated … period. There is NO WAY you could fly a Caravan under BasicMed and it was NOT intended to be used that way, anyhow. People are opining all over the place before reading the Advisory Circular, the new FAR 68 or any of the other true sources of information. I took two King Schools classes on the matter BEFORE I did anything.
Why would you think KIAS would be the limiting factor? It’s speed over the ground they’re concerned about. Even there, I don’t know why.
As I said, BasicMed is a bit like Light Sport. Made it easy in SOME ways and harder in others. The fact — for example — that a BasicMed pilot CANNOT fly as a safety pilot for another doing IFR work is a perfect example. In THAT scenario, the BasicMed pilot must act as PIC. Nutty! Either way, one has to make ABSOLUTELY SURE that what they’re trying to do fits within the rules because using BasicMed is basically flying without a medical. That’s why they named FAR 68 as they did.
KIAS is used to determine Vx numbers. KTAS is a function of altitude. It would make more sense to limit Vne IMHO.
Anyway, Sport Pilots cannot get an instrument rating so there is no analogy in regard to the safety pilot reg. And Sport needs no medical visit, online course or SI. They fly on a DL. End of story.
AOPA is telling people the limit is 250 KTAS. Their handout says it for their BasicMed presentations being done in the West. They need to correct it.
Gbigs–The airspeed limitation IS knots INDICATED airspeed–not groundspeed, not TAS. From the final rulemaking:
Section 2307(a)(8)(C)(iv) of FESSA requires that the flight, including each portion of that flight, is conducted at an indicated airspeed not exceeding 250 knots. The FAA is implementing this requirement in § 61.113(i)(2)(iv).
Recognizing that many aircraft have airspeed indicators that read in miles per hour (mph), 250 knots is equivalent to 288 mph. No aircraft may be operated in any phase of flight at an airspeed greater than 250 KIAS (knots indicated airspeed).
Good. I wondered why it was KTAS as I noted in an above comment. That means you can fly MUCH faster GS and TAS since 250 Indicated is a very high speed. Cirrus SF50 is a 300KTAS plane so it would be possible to fly that plane under BasicMed.
https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_68-1.pdf
Yes–note that unlike the limitation on seats, it DOES provide for simply operating at less than 250 ktas–simply throttle back.
The Cirrus won’t make 300 knots IAS–or even TAS–Cirrus lists 235 knots as the max cruise speed for the Turbo SR-22–and that is at 24,000 feet–where the KIAS would be very low. It doesn’t make any difference, though, since you can’t take it above 17,999 under basicmed.
The Cirrus SF50 qualifies. It will do 300 KTAS. Which is about 210 KIAS at 18k. The Cirrus SR2x models all qualify in every way.
Turns out it was an AOPA handout in a BasicMed presentation that said the rule was 250 KIAS. They need to correct it.
I was one of the early ones. Finished before May 1. Saw my Doc, took the test, printed the paper, and done. It was extremely easy I was worried I missed something. My Doc knows my health well. No secrets. Clearly I had been flying the past 20 years so this was just a new way. I did explain to him it was a new law. Honestly, he looked at the form and it was nothing different than things we have done in the past.
I fly a twin (PA30). This was a good step and easy. There is no health paperwork that goes to the FAA. I am pleased.
Michael–
You don’t like the fact that the “alphabet organizations didn’t get everything YOU wanted.
You don’t like ultralights, gyrocopters, LSAs, or LSA-compliant production airplanes.
You don’t like BasicMed–but you don’t like the current system either.
You don’t like the author of the article (“Getting paid off to promote this”) though he is a long-time active aviator, a participant in this and other Forums, and a contributor to aviation publications.
You don’t like the work performed by the author to prepare for the exam–or the fact that he took the time to share with others.
You don’t like the good experience the author (and well over a thousand others) had in the first week alone.
You blame others–(“Drumph supporter that can’t take a joke or admit defeat”)–(never mind that Trump was the WINNER, and not defeated) but what did YOU do to effect change?
You blame the status quo medical system–but defend the FAA and its byzantine rules for airmen and aircraft certification.
In other words, IT’S ALL ABOUT YOU.
Michael–some people are not meant to be a pilot. Being a pilot has always meant the ability to deal with things as the ARE–rather than as you WISH them to be.
Perhaps an ant farm would be a better hobby for you.
Michael, chill! Purchase a cub or an Aeronca. Both are certified airplanes but fall under the LSA rules. You can pick one up for 20,000 to 40,000.
Hahaha, I am quite um, chill, Jay 🙂
Cubs and Aeronca’s that fit this category are very, very old planes, too old to really be considered here. The cost of upkeep on one of those would destroy any real benefit of owning one….not to mention hand propping (shudder!!). They are nice aircraft if you get a recently restored one—but alas they are much further north of the prices you mention. I simply want to fly a simple and extremely affordable to own (for an aircraft that is) C150. They are not new either, but at least they are within a few decades of my age, lol, and are tough and easily fixed by any A&P out there should said repairs be necessary.
I’m not giving up hope just yet, perhaps before I’m an ancient man incapable of doing this anymore we will finally get some real support from those we pay a good amount of cash to help us advance and I will finally fly….I can still dream for now…..
Michael, I’ve owned an Aeronca for 11 years. Dirt cheap to operate and maintain. Look on Barnstormers. They are cheaper than a new car. Hand propping is no big deal.
Best
Thanks for the info. Still not my cup of tea, but I’m sure it’s a fine aircraft 🙂
Just a correction to my previous submission:
The content of my thread was not directed to the author of the original article, but rather to the authors and general aviation population who have expressed a negative attitude toward Basic Med.
I think Dick Collins nailed it, “A cruel hoax”….
While I am reasonably sure the BasicMed guidelines do, somewhere, state the answer to my question, I have heard so many answers that I don’t know what the correct answer is. If a pilot currently is flying with a special issuance (cardiac – pacemaker) can he/she go the BasicMed avenue and continue flying without having to get the FAA’s approval (special issuance) going forward?
Frank
Frank … as I understand it, if you are CURRENTLY flying under a Special Issuance 3rd class physical … you are good to go under BasicMed. What I’d do is to take the BasicMed exam before the Special Issuance expires … just to be sure.
The cardiac issues requiring a SI are pretty severe … heart replacement and valve replacement. A pacemaker is NOT mentioned as a grounding item. Read AC68-1 and FAR 68-1 and go get a BasicMed exam.
Well written/researched article as it exactly described my experience as well although I have a 310. After my primary care Dr declined to do BaseMed I found 3 Dr’s who would with 2 phone calls last week. Based upon some of the thoughtful comments I am surprised at those who feel BaseMed will not work for them ( the CMEC checklist is essentially a drivers license exam and quite liberal). BaseMed is a first step in the right direction AND now if we can give some creative thought to extending aircraft annuals to 24To. months without compromising safety…
TOM … being an A&P as well as a pilot, 24 month annuals are music to my ears. I could see some caveats in any new FAR to ensure it isn’t a pencil job but … that makes perfect sense. I do more damage to my airplanes doing annuals over and over and over than I help. I would love to be on any committee to write such a Reg.
Another item that would help immensely is to allow A&P’s to sign off the inspections although there are good reasons that the IA oversight process supports. I’d even go for 48 months between formal IA annuals IF an annual A&P inspection were conducted for the three inspections in between.
The FIRST time there is a crash with a BasicMed pilot at the helm that will end the little fairy tale.
At first look it appears to me that getting a Class 3 medical would be a lot easier. I’ve never had a problem but I guess some pilots have.
Hugh … taking a third class medical opens one up to either not passing and being grounded for no good reason OR having to take a special issuance extra exam / tests or whatever which costs money. I’m a retired USAF type, in reasonable health but I am coming up on 70. So lets say I pass THIS time … then in two years, I have to do it all over again. OR … if a SI becomes necessary, then I might have to do it every year. At least the BasicMed route doesn’t ground you … the worst thing that might happen is that a doctor wouldn’t sign the document. But … you are basically correct … for SOME, just taking a third class medical might be easier.
When I went to my AME for an eye exam, I asked him if he was going to get involved in BasicMed and you would not have believe how he went ‘off’ on me. Right then and there, I decided HE was never going to be in charge of giving me an AME exam ever again … even though he had been doing it for almost 20 years.
BasicMed is an alternative route that will work for some and maybe not for others. In two days, 1,354 pilots had been issued their BasicMed credentials so I imagine there’s a high level of interst in it. One of the commenters here said he flies a C310. Under the AOPA / EAA request for third class medical waiver idea, flying a C310 would NEVER have been allowed. So BasicMed WILL work for that individual.
Finally, AOPA and EAA do not write the rules … the Government bureaucracy does. For those badmouthing either AOPA or EAA … STOP IT PLEASE! If you didn’t write your Senators and Representatives and/or FAA, you have no right to complain.
Good for him, I’m glad all the pieces fit for him and that this is helping him continue to fly the REAL aircraft he already owns. Pity it won’t work that way for too many others. AOPA said this would help “hundreds of thousands” of old, non flying pilots get back in the saddle, and that is never, ever gonna happen.
You really should show how useless this is to non pilots who really waited the umteen years that EAA and AOPA have been promising us that this would finally be passed as a real, true drivers licence medical. Of course it is NOT that, not by a long shot–most will still need to see an AME and deal with SI, once really is too much here–you might as well go for a real pilots licence if you need to do that. We all want to know where the promised weight increase for LSA that this legislation was SUPPOSED to be disappeared to…..we want to know why the alphabets caved for this—well there are no nice words for it, so I’ll just say “misrepresentation of what was promised” and leave it at that 😉
I’m glad old pilots will get to keep flying, really I am…but that’s useless for helping GA survive, and that’s all there is to that. Please, please, please stop promoting this, it makes all who do look like they are getting paid off to do it….
Michael … I can assure you that I was not “getting paid off to do it …” I wrote that story for GAN because I felt strongly that many pilots are being self-defeatists before they even try BasicMed. Even I felt that way early on but decided I was NOT going to be defeated by either the FAA or anyone else … myself included. Instead, I was going to make it work for me … and it did.
My point here is that anyone who wants to use this route to CONTINUE to fly their own “real” airplanes has another route for obtaining medical compliance. This was important to me. I had test flown several new light sport airplanes and they just didn’t measure up when compared to the existing airplanes I already owned. And, of course, the prices are just too darned high. IF they were ~$100K, I might have considered it but once we go north of $100K, I get mighty particular FAST! Anything decent would be between $150K and $200K … ain’t gonna work for me.
If you’re a “non-pilot” and want to be one … you can still fly light sport and buy one of the many certificated airplanes that comply with that rule. They aren’t C172’s or PA28’s but … they ARE airplanes and offer you an avenue. When compared to the AOPA / EAA petition for waiver of the third class medical, BasicMed offers FAR MORE POSSIBILITIES for current airplane owners.
I can tell you that I personally spoke with OK Sen. Inhofe at Airventure 2016 and he explicitly said that the “perfect storm” opportunity to put BasicMed into the FAA reauthorization legislation was too good an opportunity to pass up. HE wanted a driver’s license medical but my FL Sen. Nelson told him he would see that it never passed if some sort of doctor’s visit wasn’t in the rules. So you can blame FL Sen Bill Nelson for that and NOT AOPA or EAA. Both organizations worked tirelessly to get this legislation passed recognizing that it wasn’t perfect but was as good as it’s gonna get THIS time. Would you rather never have seen BasicMed passed? I think not?
I’m sorry it won’t work for you but the thrust of my communication to pilots through GA News Pulse was that it WILL work for some. Doing ANYTHING to stem the loss of pilots is good for everyone because it will keep the GA infrastructure going. Keeping ‘old pilots flying’ IS helping GA to survive … whether you agree or not. It keeps the gears of GA lubed.
Now I’m gonna challenge YOU … if you truly want to be a pilot … find a way. Start with light sport. At my airport in a rural state, it’s a hot bed of light sport, powered parachutes, and gyrocopters. Not exactly “real” airplanes — your words — but … they ARE airplanes. Go for it.
LARRY … author of this article
I also thank you for your article. My personal physician was actually delighted to be authorized to give me my Basic Med physical. She knows my medical history in far more detail than the AME I used to go to. I’ve passed the online test and have encouraged other pilots to get it done. Keep up your piloting skills and pass your fight reviews. Blue Skies for many years.
Sorry, Larry, I really am, but your example just doesn’t work, and it will never work for all that many folks out there, and that’s that.
I do indeed want to be a pilot, why else would I participate in all I’m capable of to keep the dream alive—-I’m just really, REALLY tired of organisations like EAA and AOPA talking the talk, but not walking the walk. This is NOT, no matter how you, they and anyone with money at stake here spins it, what was promised us, period.
Like it or not, in the USofA we NEED organisations like the above stated ones to look out for ALL of our best interests, not just the privileged few that already have their tickets and are trying desperately to cling on to THEIR dreams a bit longer. This may help a bit with folks like you, but it does SQUAT for folks like me who will have to deal with a Special Issuance to get in the air. LSA is not an option for me, I’m not that rich or honestly want to settle for less than being a real pilot flying real FAA certified planes. It’s just way too expensive to go the private pilot route, or even the BasicMed route as I still have to get past an AME plus SI test either way….so there’s no benefit to ME doing this, it cost’s ME the same either way.
Ultralights are for daredevils who I honestly have zero respect for as they risk their lives each and every time they start up that two stroke and try to take to the air….I value my life much, much more than that.
I’ve been trying, praying and hoping for a way to do this, and the drivers licence medical, the one that was supposed to increase the empty weight for LSA’s so FAA certified aircraft(not the nearly 80 year old ones that currently fit the parameters of the current LSA rules, they can eat through your savings faster than anything just keeping those oldies flying!). What’s wrong with wanting to fly a $20,000.00 Cessna 150? Is that really too much to ask for? I guess it is.
Again, congrats to you for this working for YOU, I really, honestly mean that. You’re a lucky guy….one of the few that will be.
A well written, thought out article. It would be nice to see a copy of your “Basic Med Primer”. I think it would help my personal doctor feel more confident about signing the FAA form as he is not a pilot although several of his patients, and friends of mine, are his patients.
What exactly do you mean “REAL aircraft”????? Sorry, BasicMed won’t help anyone flying a 747.
What everyone, except apparently you, means by REAL= FAA certified. Not that ASTM “certified” , massively overpriced junk that Dan Johnson pedals for a living 😉 Still not getting it? LSA=ASTM and not at all good, fly by night, out to make a quick buck off of old retired pilots who cant pass a medical anymore “aircraft”.BasicMed(for some, not many at all)/Standard Pilots licence= FAA certified, proven longer than I’ve been alive and solid as the day is long REAL aircraft. Got it? Good 😉
Laughing. Gotta tell ya. A lot of what you say here is true, just harsh.
Yeah, I know it is, and I’m actually a really nice guy believe it or not, lol. I’m just tired of this poor excuse for a GA community not doing what they promised. No one was pushing them, no one. They could have kept on plugging away until the right atmosphere in this government came along and could see this for what it was, a real attempt to save GA in the USA. Were doomed for real now, and that’s really nothing to be happy about. Sigh……
You’re a sad little man. I feel sorry for you. I could explain the errors in your judgement, however, it would be a waste of time. Enjoy being grounded! I’ll be sure to rock my wings as I fly over you!
Hmmmm, must be a Drumph supporter….obviously can’t take a joke or admit defeat. You guys get along sooooo well 😉