Vision Deficiencies & Pilot Certification

The FAA sets specific vision standards for each class of medical certificate under 14 CFR Part 67. Understanding these standards — and the many pathways available when you don't meet them naturally — is critical for pilots with vision deficiencies. The good news is that the FAA accommodates a wide range of vision conditions, from simple refractive errors corrected with glasses to monocular vision requiring a Statement of Demonstrated Ability (SODA).

For distant visual acuity, the FAA requires 20/20 or better in each eye separately (with or without correction) for first-class and second-class medical certificates. Third-class certificates require 20/40 or better in each eye. Near vision must be 20/40 or better in each eye at 16 inches for all certificate classes. If you wear corrective lenses to meet these standards, your medical certificate will carry a limitation requiring you to have corrective lenses available while exercising the privileges of your certificate. Contact lenses are fully acceptable, and there is no restriction on lens type.

Color vision is one of the most frequently encountered vision issues in aviation medical certification. The FAA uses the Ishihara pseudoisochromatic plate test as the standard screening tool during AME exams. However, failing the Ishihara test does not mean you cannot fly. The FAA offers several alternative pathways for pilots who fail the initial screening. The Farnsworth D-15 color arrangement test is the most common first alternative — it can be administered by your AME or an eye care specialist. If you pass the Farnsworth D-15, you receive unrestricted color vision certification. For pilots who fail the D-15, two additional FAA-administered tests are available: the Operational Color Vision Test (OCVT), which involves identifying colored light signals from an airport control tower, and the Signal Light Test (SLIT), administered at a Flight Standards District Office (FSDO). Pilots who cannot pass any alternative test will receive a medical certificate with a limitation restricting them to daytime-only flying with no color signal control.

Monocular vision — whether from the loss of an eye, amblyopia, or uncorrectable vision in one eye — is certifiable through the FAA's SODA process. A SODA is a one-time authorization that, once granted, remains valid for all subsequent medical certificate renewals without additional testing. To obtain a SODA, you must pass a Medical Flight Test (MFT) with an FAA inspector or designated examiner, demonstrating that you can safely operate an aircraft with monocular vision. The MFT evaluates depth perception compensation, scanning techniques, and overall flight proficiency. There is typically a six-month adaptation period after the onset of monocular vision before the FAA will consider a SODA application.

Refractive surgery, including LASIK and PRK, is accepted by the FAA. After surgery, there is a waiting period before you can return to flying — the FAA requires that your vision has stabilized and that you are not experiencing significant side effects such as halos, glare, or dry eyes. Most pilots can return to flying within a few weeks of uncomplicated LASIK or PRK. You will need a report from your ophthalmologist or optometrist documenting pre-operative and post-operative visual acuity, the procedure performed, and confirmation that your vision has stabilized without disqualifying complications. There is no mandatory grounding period specified in the FARs, but the FAA expects clinical stability before you resume flying.

Glaucoma is certifiable provided it is well-controlled and not causing significant visual field loss. The FAA requires documentation of intraocular pressure (IOP) measurements, current treatment regimen, and visual field testing results. Most glaucoma medications, including prostaglandin analogs like latanoprost and beta-blockers like timolol, are acceptable. Pilots with glaucoma should expect to provide updated visual field tests and IOP measurements at each medical certificate renewal. If glaucoma has caused significant visual field loss — particularly in the central or paracentral areas — certification may require additional evaluation or may not be possible depending on the extent of the defect.

Visual field testing may be required by the FAA for conditions affecting peripheral vision, including glaucoma, retinal conditions, and neurological conditions with visual field implications. The FAA generally expects a binocular visual field of at least 70 degrees in the horizontal meridian for each eye. Automated perimetry (such as Humphrey or Octopus visual field testing) is the standard method accepted by the FAA.