Spare spectacles pilots: when they are mandatory and what they must meet

EASA MED.B.070 framework for spare spectacles pilots Class 1, Class 2 and LAPL

One of the most common confusions at the aeromedical examination concerns spare spectacles pilots. Many pilots believe the requirement is optional, or that any old pair will do. The regulatory truth is nuanced: spare spectacles are mandatory in specific situations, must meet clear technical criteria and must be available in the cockpit whenever licence privileges are exercised.

For the full vision standards by class, see the article on vision and the pilot medical certificate. For the general framework of conditions impacting the certificate and for VDL-type limitations, read the dedicated articles.

Three scenarios requiring spare spectacles pilots: optical correction, contact lenses, presbyopia

Regulatory framework for spare spectacles pilots

AMC1 MED.B.070 in the EASA material is explicit: if the pilot exercises licence privileges using optical correction, a similar spare set of spare spectacles pilots must be readily available for immediate use, approved by an AeMC, AME or GMP. The requirement applies to all certificate classes — Class 1, Class 2 and LAPL — and is non-negotiable.

The key term is “readily available for immediate use”. This means the spares must be in the cockpit, not in the cabin bag or in hold luggage. In practice the most common solution is a hard case in the side panel or in the pilot’s kneeboard pocket.

UK CAA applies the same requirement and adds an operational note: for single-pilot night IFR flights, spare spectacles pilots should include UV-400 protection, since losing the primary pair at altitude can have serious operational consequences.

Pilot with contact lenses: strict rule

For the pilot using contact lenses in flight, spare spectacles pilots are mandatory without exception. The reason is operational: a contact lens can be lost or dislodged in flight (turbulence, dry air, high-G manoeuvres), and the pilot must have an immediate alternative to keep visual acuity at class threshold.

Spare spectacles for the contact-lens pilot must deliver the same acuity as the lenses — not an approximate correction or an old pair.

Spare contact lenses (extra pairs in solution) do NOT replace the spectacles requirement. The AME does not accept the argument “I have two lens pairs” as substitute.

For long flights, a small bottle of sterile lubricating drops with no systemic side effect is also recommended (for example hypromellose 0.3%).

The presbyopic pilot: three distances covered

For the pilot above 45-50 years with presbyopia, spare spectacles pilots must cover the three relevant distances: far, intermediate (instrument panel at around 100 cm) and near (charts, checklist at 30-50 cm). The practical solutions are:

Two identical pairs of progressive glasses — simple, universally accepted solution.

Single-vision contact lenses + two pairs of reading glasses (intermediate and near) — more complex, acceptable with an explicit optometry report.

Office glasses with wide intermediate zone + identical spare pair — recommended for modern cockpits with wide EFIS displays.

Monovision (one eye far, the other near) is not allowed for active flying.

How to document spare spectacles pilots at the AME exam

At every examination the AME checks four items. First, the physical presence of the spare pair, presented at the office. Second, prescription match with the current correction. Third, technical condition (undamaged frames, no significant lens scratches). Fourth, formal approval — noted on the medical report or the pilot’s declaration.

For Class 1, the medical report contains a dedicated section on optical correction, completed by the AME at every examination. The pilot signs a declaration on actual in-flight wear of the correction.

For Class 2 and LAPL, AMC1 MED.B.070 also allows approval of spare spectacles pilots by a GMP (general medical practitioner), if designated by the Romanian aeromedical authority under PAC-MED edition 1 (2026).

Losing the primary pair in flight is not a mandatory reporting event if the pilot used the spare pair without operational impact. It becomes reportable if a diversion or flight-plan change was required.

Table with requirements for spare spectacles pilots: correction type, spare set, location, approval

Common mistakes with spare spectacles pilots

Spare with an old, outdated prescription. If the difference between old and new prescriptions exceeds 0.5 dioptres, the pair is no longer accepted as spare.

Spare kept in hold luggage or in the crew room. The requirement is “readily available for immediate use”, so the pair must be at hand in the cockpit.

Spare with strong tint (sunglasses) as the only secondary pair. Not allowed for night flying. Recommendation: keep the primary spare with clear lenses; a separate sunglasses pair can be added.

Failure to update after refractive surgery. After LASIK / PRK the pilot no longer wears correction, so the spare is no longer needed — but the AME must be informed to remove the requirement from the report.

Frequently asked questions on spare spectacles pilots

Are spares required for very short flights too? Yes. The requirement does not depend on flight duration but on the exercise of licence privileges.

Can I keep a single spare pair across all licences? Yes, if it covers the correction required by the strictest licence class you hold.

How much does a compliant set of spare spectacles pilots cost? Variable, but the average in Romania is 600-1200 RON for one progressive pair with aviation-grade lenses (scratch-resistant, anti-reflective, UV-400).

Can I use a pair bought abroad? Yes, as long as the prescription matches and the spectacles can be inspected by the AME at the renewal examination.

Does the operator check spare spectacles pilots at pre-flight? Generally no — checking is the pilot’s task. Some companies include spare spectacles pilots in their internal pre-flight briefing, but the regulatory check is the pilot’s responsibility.

Can I use the same set in the simulator? Yes, the full-flight simulator is subject to the same optical-correction requirements. The spare pair stays useful there too.

Recommended technical specs for spare spectacles pilots

Aviation-grade glasses are not defined by a single European standard, but experienced AMEs converge on four best-practice technical requirements, on top of the optical correction itself.

Lenses with 1.6 or 1.67 index — thinner and lighter, needed for corrections above -3.0 or +3.0 dioptres.

Multi-layer anti-reflective coating — reduces reflections from EFIS instruments and cockpit windows, particularly useful for night flying and low-sun conditions.

Anti-scratch coating — the average life of a spare pair kept in the cockpit is 3-5 years, significantly shorter than the primary pair. The coating reduces wear.

Frame compatible with audio headset — check fit with the ANR set you use. Thick frames or prominent hinges can create earpad pressure on long flights.

The total cost for a compliant set of spare spectacles pilots in Romania is somewhere between 800 and 1500 RON, depending on the prescription complexity and frame quality. The investment pays off through the set’s lifespan and by avoiding certificate delays at the aeromedical examination.

A separate point worth mentioning: sunglasses are not a substitute for the clear-lens spare pair. Polarised aviation sunglasses are useful for cruise but must be paired with the regulatory clear spare in the cockpit. The two items are complementary, not interchangeable.

Conclusion

Spare spectacles pilots are mandatory for every pilot using optical correction (glasses or contact lenses), regardless of certificate class. The requirement sits in AMC1 MED.B.070 and is checked at every AME examination. The key is to keep an up-to-date pair in the cockpit, with correction equivalent to the primary one and formally approved by the AME. Booking the AME exam at least 45 days before expiry leaves room to update the spare if the prescription has changed.

How LaMed Clinic helps you with spare spectacles

At the aeromedical examination, non-conformity of the spare spectacles is one of the most frequent reasons for certificate delay. At LaMed Clinic we check the complete set and validate it against EASA requirements before submitting the report to the Romanian aeromedical authority.

Through the LaMed contact form you can request:

Office-based check of spare spectacles: prescription match, technical condition, conformity by licence class.

Formal approval of the set by the AME under AMC1 MED.B.070.

Recommendations for aviation-grade glasses (scratch-resistant, anti-reflective, UV-400 lenses, frame compatible with audio headset or sunglasses).

Yearly or biennial spare update plan based on refraction trends.

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.

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.

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. Approval of the spare spectacles is granted exclusively through a certified AME at the aeromedical examination.