Effects of vision disorders on the pilot medical certificate: accepted limits by class
EASA MED.B.070 standards for pilot vision medical certificate Class 1, Class 2 and LAPL
Vision is, alongside hearing, the sensory system with the strictest Part-MED requirements. Yet most pilots under-assess their actual situation because they use colloquial terms instead of technical parameters. This article explains, by certificate class, what a pilot vision medical certificate actually demands under MED.B.070 and its AMC/GM.
For complementary context on how limitations appear on a certificate, see the article on pilot medical certificate limitations. For the general framework of chronic conditions and their certificate impact, read the introductory material.
Table with pilot vision medical certificate standards for Class 1, Class 2 and LAPL
Visual acuity: the numbers that drive the certificate class
The technical term for the pilot’s sight is visual acuity expressed in Snellen or decimal notation. For a pilot vision medical certificate Class 1, distance acuity must be 6/9 (0.7) or better in each eye separately, and 6/6 (1.0) or better with both eyes. Optical correction is allowed, so spectacles are not an obstacle in themselves.
For Class 2 and LAPL the threshold is relaxed to 6/12 (0.5) per eye and 6/9 (0.7) binocular. This difference explains why many general aviation pilots have no certificate issues despite wearing glasses, while a CPL/ATPL holder may be challenged by the same dioptre level.
Visual acuity is measured at the optometric office with optimal correction, before any other evaluation. If the initial value does not meet the threshold the AME does not proceed with other tests until correction is updated. For a favourable pilot vision medical certificate, a full ophthalmologic check every 12-24 months is recommended regardless of symptoms.
Refraction errors and accepted thresholds
Myopia, hypermetropia and astigmatism are tolerated up to specific thresholds. For Class 1, myopia is accepted up to -6.0 dioptres and hypermetropia up to +5.0 dioptres. Astigmatism must not exceed 2.0 dioptres, and anisometropia (difference between eyes) must stay under 2.0 dioptres.
For values above these thresholds, AMC1 MED.B.070 requires a referral to an ophthalmologist with aviation experience. They assess refraction stability, complication risks (retinal detachment in high myopia) and produce a report to the AME.
For myopia above -6.0 dioptres, retinal detachment is the main risk assessed. Dilated fundus examination is mandatory and cases with peripheral degeneration may receive a VDL limitation.
Hypermetropia above +5.0 dioptres is less frequent in active applicants. When present, it is reviewed for narrow-angle glaucoma risk.
Irregular astigmatism or astigmatism linked to keratoconus is a separate category, assessed via corneal topography and 12-24 months of documented stability before certification.
Refractive surgery: LASIK, PRK, ICL in pilot vision
Refractive surgery is accepted for pilots, subject to a stabilisation period. AMC1 MED.B.070 requires recertification only after at least 3 months of refractive stability following LASIK or PRK, absence of halos or photophobia and a normal fundus.
LASIK: stabilisation 3-6 months, no residual symptoms. Recertification needs an ophthalmologist report with keratometric measurements.
PRK: stabilisation 6-12 months, longer because of superficial healing.
ICL (phakic intraocular lenses): accepted after 6 months with annual monitoring of intraocular pressure.
For all refractive procedures, the pilot must report to the AME under MED.A.020 before the procedure, not only after it.
Three pathways for pilot vision medical certificate below threshold: correction, surgery, limitation
Presbyopia, intermediate vision and progressive lenses
After 45-50 years of age, presbyopia becomes relevant for the pilot vision medical certificate. AMC1 MED.B.070 requires normal distance acuity, near vision N5 at 30-50 cm and intermediate vision N14 at 100 cm (for the instrument panel). These three distances cover the panel, knee-pad charts and the horizon.
The presbyopic pilot may wear bifocal, trifocal or progressive lenses. Progressive lenses are accepted provided the intermediate zone is wide enough for the instrument panel and no swim effect appears on head movements. Commercial pilots benefit from a wide-intermediate-zone frame (office lens) for long flights in modern cockpits.
Single-vision contact lenses + reading glasses: accepted, but the reading glasses must be available in the cockpit.
Multifocal contact lenses: accepted with an optometry report confirming adequate vision at the three distances.
Monovision (one eye distance, one eye near): NOT allowed for active flying due to loss of fusion and stereopsis.
Colour vision and the applied tests
Colour vision is tested with Ishihara plates at the initial examination and later only on suspicion. A fail on Ishihara does not mean automatic unfit. The pilot is referred to a secondary test — Color Assessment and Diagnosis (CAD) test or Holmes-Wright lantern — which assesses the functional recognition of aviation-relevant colours (red, green, white).
Common additional evaluations for the pilot vision medical certificate
Visual field: measured by automated perimetry when glaucoma, optic neuropathy or old stroke are suspected. Field losses can lead to unfit even with normal central acuity.
Intraocular pressure: measured routinely after age 40. Values above 21 mmHg require additional glaucoma assessment.
Accommodation and vergences: assessed on symptoms of in-flight visual fatigue, especially after age 45.
Macular OCT: required in patients with a history of age-related macular degeneration or diabetic retinopathy.
Frequently asked questions on pilot vision medical certificate
Can I fly after cataract surgery? Yes, after at least 6 weeks of stabilisation, with a favourable ophthalmologist report and acuity restored to the class threshold.
Does diabetes affect my pilot vision medical certificate? Yes, if diabetic retinopathy is present. The AME requires a yearly fundus examination and endocrinologist report.
Are contact lenses accepted? Yes, provided they are worn in flight and a spare pair of spectacles with the same correction is available.
How early should the AME appointment be booked? At least 45 days before certificate expiry. This margin covers any ophthalmology referrals.
Can I have LASIK during active pilot duty? Yes, but pre-procedure AME reporting is mandatory and the stabilisation period must be respected. The AME may issue a temporary unfit certificate during recovery.
Is the pilot vision medical certificate re-assessed at every renewal? Yes. Visual acuity, refraction and (after age 40) intraocular pressure are part of the routine examination at every renewal, regardless of symptoms.
Are sunglasses a regulated item in the cockpit? Sunglasses are not mandatory but are widely recommended for clear-sky cruise. They must offer UV-400 protection, neutral or grey tint and must not carry strong polarisation that interferes with cockpit LCD displays. Photochromic lenses are accepted with caution due to slower transition behind cockpit glass.
Specific ophthalmologic conditions and their certificate impact
A few conditions appear often enough to deserve a separate review. For each, AMC1 MED.B.070 provides specific certification guidance.
Glaucoma: a pilot with well-controlled early glaucoma (IOP under 21 mmHg, normal visual field) is certified with monitoring at 6-12 months. Glaucoma with progression or with significant field loss leads to limitation or unfit.
Cataract: the certificate is maintained as long as visual acuity stays at threshold. After surgery, recertification is done after at least 6 weeks, with an ophthalmologist report and intraocular lens review.
Diabetic retinopathy: mild stage is compatible with certification, with yearly monitoring. Proliferative stage or macular oedema lead to suspension until treatment-driven stabilisation.
Strabismus and diplopia: active diplopia is incompatible with flying. Stable strabismus without diplopia may be accepted with a specialist ophthalmologist report.
Conclusion
Vision limits for pilots are clearly defined in MED.B.070, different for Class 1, Class 2 and LAPL. Optical correction, refractive surgery and mild colour deficiencies are, in the vast majority of cases, compatible with flying, with or without limitations. The key is regular ophthalmologic check-ups, prompt AME reporting and booking the medical examination with enough margin for any complementary assessment.
How LaMed Clinic helps you with the vision assessment
Vision may look like a simple parameter, but the ophthalmology file for the AME depends on technical detail. At LaMed Clinic we guide the pilot through the full pathway, from the initial examination to the documentation submitted to the Romanian aeromedical authority.
Through the LaMed contact form you can request:
Initial aeromedical evaluation with complete vision screening (acuity, refraction, colour, visual field, intraocular pressure).
Referral to an ophthalmologist with aviation experience for reports accepted by the Romanian aeromedical authority.
Recertification plan for pilots after refractive surgery (LASIK, PRK, ICL) or cataract surgery.
Support for VDL limitations or for unrestricted return to flying.
All enquiries are treated confidentially. A single message through the LaMed contact page is enough to start.
Official sources and references
1. EASA — Regulation (EU) 1178/2011, Part-MED, MED.B.070 (Visual system).
2. EASA — AMC and GM to Part-MED, ophthalmology section.
3. UK CAA — Visual System Guidance Material for AMEs.
4. ICAO Doc 8984 — Manual of Civil Aviation Medicine, Vision chapter.
5. PAC-MED edition 1 (2026), Romanian aeromedical procedure.
6. EUR-Lex — consolidated Regulation (EU) 1178/2011.
Disclaimer
This material is informative and educational. It does not constitute ophthalmologic advice, aeromedical evaluation or certification decision. Any fitness-to-fly decision based on vision is made exclusively through a certified AME and, where required, by an ophthalmologist with aviation-medicine experience.
