It is no surprise that there are strict eyesight and other health requirements for pilots. Several vision defects or weaknesses will prevent you from training or working as a commercial pilot. In the past, color blindness was one of the conditions that would prevent a Class 1 medical certificate. With advances in understanding, there are now more options. The situation now depends on the exact nature of the problem.

Medical and vision requirements for pilots

All commercial pilots must meet strict health requirements specified by the appropriate national regulator. For example, in the UK, this is the Civil Aviation Authority (CAA); in the US, it is the Federal Aviation Administration (FAA); and in the EU, it is the European Union Aviation Safety Agency (EASA). There are many similarities in the requirements of different regulators – but there can be differences. The detail here is based mainly on the requirements from the US FAA.

A commercial airline pilot needs a Class 1 medical certificate (there is also Class 2 for other commercial pilots and Class 3 for recreational or private pilots). This needs to be periodically renewed (with validity depending on age).

Pilots going over a checklist in the cockpit.
Photo: Yakobchuk Viacheslav/Shutterstock

There are very detailed and strict requirements for all aspects of health, including cardiology, blood pressure, mental health, as well as many specific conditions. There are many exemptions possible for certain treatments and medications. Regarding vision, the general vision requirements are that distant vision must be 20/20, while intermediate and near vision must be 20/40. The wearing of glasses and contact lenses for this is allowed.

Testing for color blindness

The specific requirements for color vision have changed over the last ten years or so. In the past, color blindness would prevent issuing a Class 1 license, but this has changed as the testing ability for defects has improved.

The standard test for color blindness is the Ishihara test, which has been in use since the 1960s. Note that (for the FAA at least) the use of any form of color-correcting lenses is not permitted.

The Ishihara test involves reading numbers from a series of colored test plates or cards. Each of these comprises a circle consisting of two contrasting colors in different shades. Hidden within these is an identifiable number pattern. Anyone able to correctly differentiate those colors will see the number.

An example of an ishihara test.
Photo: JU.STOCKER / Shutterstock

Most commonly, there is a 24 or 28-plate test. Getting the first set (usually the first 15 or 21 cards) correct is a simple pass. Failing this standard testing, however, no longer means a pilot will fail the overall medical exam. Research and understanding of color blindness have advanced, particularly in recognizing the complexities of different shades of color. Since the early 2010s, testing rules have been changed. There is discretion now to test the actual limits of color blindness.

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Flexibility in testing

FAA testing guidelines show how color blindness may be permissible. Instead of simply requiring full-color vision, the guidelines state that pilots should have:

“Ability to perceive those colors necessary for safe performance of airman duties.”

Most regulators now allow additional testing in the event of a failed Ishihara test. Depending on the nature and extent of color blindness, pilots may have success with other methods. The regulators differ in what tests they will accept. These alternative tests aim to determine whether a pilot has sufficient/normal trichromacy.

Passing any one regulator-approved test is sufficient. Commonly used alternative tests include:

  • The Farnsworth Lantern Test (or FALANT). This shows vertical red, white, or green lights for two seconds at a time. This is a common test used by UK CAA, US FAA, and Australian CASA.
  • The Dvorine plate test. This is an alternative plate test that may give different results for some.
  • Color Assessment and Diagnosis (CAD) Test. This is an alternative computer-based color test. The CAA and EASA will accept this test – with the CAA stated requirements of “6 SU for deutan deficiency, or less than 12 SU for protan deficiency.”
  • Anomaloscope testing. This is a very specific medical and research-based testing technique. It involves using an anomaloscope where the viewer matches the color and brightness of a presented color.

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More flexibility for private pilots licenses

The same additional testing can be used for Class 2 and 3 licenses. For a third-class medical license (required for a private license or PPL), there is even more flexibility.

A few general aviation aircraft parked at a field.
Photo: Dizfoto / Shutterstock

A pilot can be tested using an Operational Color Vision Test. This requires testing the ability to read an aeronautical chart and differentiate strobe lights flashed by the control tower. And even if color blind tests are failed, a class 3 license can be issued to only fly during daylight hours.

Have you had experience with any of the regulators and the color-blind testing or certification requirements? Feel free to discuss this further in the comments section.