Silvaire wrote:
Basic Med as it was actually implemented offers some marginal advantages over the 3rd Class to some pilots (although the advantages are very subtle) but mainly it just extends the Medical period to four years.
Basic Med is a big deal for most of the pilots that take advantage of it. I could meet the requirements for a Class III and even a Class II medical by obtaining a special issuance, but the hassle is beyond what most pilots are willing to endure. I have type II diabetes, high blood pressure, sleep apnea, a minor chronic kidney issue, and by definition, Coronary Heart Disease that does not require any intervention because I failed a stress test with what is called a branch Bundle block, that is my heart rate on the stress test was too high. Any one of these conditions would require a special issuance and I have always been able to obtain the SI for a class III. However, it is only good for one year at a time, so my medical would always state “Not valid for any class after mm/dd/yyyy”. I only needed to get an FAA physical once every two years, but had to provide the FAA medical division reports on each condition once per year. I routinely see my primary care physician quarterly. But three months before the end date on the yearly medical SI authorization, I had to get a stress test and see my cardiologist who had to write a report including a CD of the stress test, see my sleep doctor who had to review my CPAP usage and prepare a report indicating my % compliance (always 100%), get a diabetic eye exam with a report, get at least three visits to a doctors office to check my BP within the 90 days before my medical expires, get a full panel blood workup including renal function and AIC. My primary care Physician would have to document all of the findings and write a cover letter. All this had to be accomplished by the first month of the 90 day period, so the reports could be assembled and sent to a specialist that I used to review prior to submission to the FAA and then get sent to the FAA, ideally 60 days before my medical would run out. Then it would take three inquiries on the status of my medical after the FAA had it in hand for at least 30 days before they would review the information and determine if I could have my medical for the next year. Several times the FAA did not respond until after my medical expired, so I could not count on using the medical for more than 11 months at a time.
With Basic Med, all I need to do is what my doctors deem medically proper. My cardiologist for example does not believe that annual stress tests are medically called for in my case and I am on a 5 year schedule unless I experience symptoms. My last appointment with my sleep doctor was via a virtual visit as was the case with my cardiologist. I have kept my regular annual Eye Doctor visits, but only have a note sent to my Primary care doctor. All my other doctors are on the same group so the data for the visits is shared in their system with my Primary care doctor. Although I see my primary care doctor roughly quarterly, I only make a nurse visit if I need blood drawn or a vaccination. Once every 4 years, I need to get my Primary care doctor to answer a questionnaire that I keep with my log book and record of completing the two year on line course. My ability to fly my Bonanza or to provide instruction is continuous other than when I determine I am not medically able to fly, such as when I might get a cold or the flu or some other reason that the online training would require.
So for me and pilots like me, it is a great system and in no way a marginally improved program. If all I was doing was avoiding the every other year $100 medical with an AME, then I wouldn’t bother with Basic Med. But for us old farts who get chronic conditions that are not medically disqualifying to fly, it is a godsend.
Airborne_Again wrote:
It’s written that way so that a PPL holder who wants to downgrade…
The amendment of point (c)(2) of MED.A.030 appears to be superflous because LAPL privileges are already conferred on PPL holders in the aeroplane or helicopter category as appropriate. It was possibly made to ensure a PPL holder could receive remuneration for acting as an instructor or examiner without being the holder of a valid class 2 medical certificate. @tumbleweed probably knows more.
But I under will an unintended consequence be that even fewer pilots fly abroad? It hardly seems worth their while going to get a medical done for that infrequent trip out of the country. Easier to say “Nah…I’ll go somewhere else instead” and stay within the UK.
I agree. It’s a tricky one. As everybody knows I am all in favour of “going foreign” as delivering huge value. But it is a matter of going for the low hanging fruit, to protect GA. I reckon those who can get a Class 2 will still get one. This should reduce the attrition at the other end. Most of the people who could not get a Class 2 anymore had just 2 options
The CAA has just taken out the “buy an Annex 1 plane” bit so saving them roughly £200k (an RV10) 
My impression is that those who are embarking on the PPL can (and do) get the Class 2 in almost all cases.
Great to see some leadership from Europe.
Yes I think the CAA wanted to show they can deliver something positive out of this situation.
A pity this is limited to G-reg.
Great to see some leadership from Europe, in the form of UK freed up and making rational changes. It’s not that common a phenomenon
In the US, Basic Med was originally intended to extend Sport Pilot non-medical flying from a limited class of aircraft to most light aircraft operations, but it failed to do so. Now FAA has three different medical systems in parallel, which is ridiculous. What needed to happen, and still does, is removal of the FAA 3rd Class medical and replacement with Sport Pilot regs – which means if you can hold a drivers license you have met the medical requirement. Basic Med as it was actually implemented offers some marginal advantages over the 3rd Class to some pilots (although the advantages are very subtle) but mainly it just extends the Medical period to four years.
Peter wrote:
It’s a curious way to specify privileges.
It’s written that way so that a PPL holder who wants to downgrade the medical license (or simply have not got a new one in time — medical licenses for LAPL are valid longer than for class 2) doesn’t have to exchange the license for a LAPL license. That was changed rather recently. Before that a PPL holder with an expired class 2 which was still valid for LAPL couldn’t legally fly at all. IIRC, similar changes were made so that CPL/ATPL holders without a valid class 1 but with a valid class 2 could fly as PPLs without exchanging their licenses. And of course as LAPL with LAPL medical licenses.
This is no doubt great news for UK pilots.
But I wonder will an unintended consequence be that even fewer pilots fly abroad? It hardly seems worth their while going to get a medical done for that infrequent trip out of the country. Easier to say “Nah…I’ll go somewhere else instead” and stay within the UK.
edited for typo
NCYankee wrote:
What is LAPL?
Recreational Pilot Certificate & Basic Med 
It’s a curious way to specify privileges. It’s like saying you can operate the privileges of a US Private Certificate with the pilot having just one eye and one leg (actually they would be the same but you get my drift).
Limiting the PPL+PMD operation (roughly comparable to US Private Certificate with the Sports Pilot medical, I think – with some key differences e.g. you can fail the CAA Class 2 and then do the PMD and they cannot stop you) to LAPL privileges eliminates all instrument flight / IFR ops regardless of actual flight conditions. There is the remaining debate whether flying an IAP in VMC qualifies or not
For the vast majority of the UK PPL community, which never flies outside the UK (or can dig up a Class 2 holder to be PIC on a flight abroad) this is a hugely positive move. Estimates of the PMD adoption have ranged from 4k to 10k, and when seen against the usual estimate of 20k active PPLs in the UK, and with a large chunk of old-timer pilots packing it in due to loss of the Class 2 medical, this will keep a lot more people in the air.
It will also save them a bit of money and hassle. All the time you can drive, and don’t suffer from any mental conditions, you can fly. CAA page
Light Aircraf Pilot License, a sub-ICAO invention of EASA.
What is LAPL?
