Letter of evidence no longer issued for alternate color vision tests???
09-07-2008, 10:06 AM
#11
Gets Weekends Off
Joined APC: Apr 2006
Posts: 193
I have a SODA for color vision, issued in 1995 when I first started flying. I'm confused - does this apply only to LOE's? Are they not issueing SODA's anymore? My SODA test was very easy - just look at the lightgun signals from the tower. It took about 6 months, but eventually I got my SODA from the FAA, and was told at that time it was good for my lifetime.
And, yes Dan, people with heart problems can fly. My good friend had a sudden and severe atrial fibrillation episode that required hospitilization. During that time he was diagnosed with tachyardia that was life threatening, and had to undergo surgery on the nerves in his heart. He was out of work for just over a year, and had to jump through an endless series of hoops and tests, but about 15 months later he had his medical back. He's been told quite a few pro pilots have gone through this same ordeal.
I myself am out on medical leave due to a sudden but temporary heart condition, and I'm in limbo waiting to hear from the FAA, and it has been financially devastating!
This field can be very frustrating. I remember when I found out I was color vision deficient - I had no clue prior, and it was a crushing blow. But like I said I got a SODA, and that was over a decade ago. I'm very sorry to hear of your situation and hope everything works out for you.
And, yes Dan, people with heart problems can fly. My good friend had a sudden and severe atrial fibrillation episode that required hospitilization. During that time he was diagnosed with tachyardia that was life threatening, and had to undergo surgery on the nerves in his heart. He was out of work for just over a year, and had to jump through an endless series of hoops and tests, but about 15 months later he had his medical back. He's been told quite a few pro pilots have gone through this same ordeal.
I myself am out on medical leave due to a sudden but temporary heart condition, and I'm in limbo waiting to hear from the FAA, and it has been financially devastating!
This field can be very frustrating. I remember when I found out I was color vision deficient - I had no clue prior, and it was a crushing blow. But like I said I got a SODA, and that was over a decade ago. I'm very sorry to hear of your situation and hope everything works out for you.
09-09-2008, 10:35 AM
#12
Gets Weekends Off
Thread Starter
Joined APC: Apr 2007
Posts: 456
Originally Posted by MJP8251
Aviation Medical Examiner
I just checked the FAA web site and this link claims the page was updated on Sept 5th 2008 and still lists the Farnsworth as an acceptable test. It also lists what plates are required to pass the Ish test depending on the version the Doc uses. I also found this link with the full 38 plates. I would imagine there are different vesions but it is good practice. Better if you can speak French. Les daltoniens
I also thought an LOE wasn't required for a FALANT. My last med was done with a FALANT and nothing needed to be passed on to the FAA. The Doc said it was a perfectly acceptable test. I just hope this is still the case for those of us who use it. Hopefully your issue is just an administrative error that some one misinterpreted.
I just checked the FAA web site and this link claims the page was updated on Sept 5th 2008 and still lists the Farnsworth as an acceptable test. It also lists what plates are required to pass the Ish test depending on the version the Doc uses. I also found this link with the full 38 plates. I would imagine there are different vesions but it is good practice. Better if you can speak French. Les daltoniens
I also thought an LOE wasn't required for a FALANT. My last med was done with a FALANT and nothing needed to be passed on to the FAA. The Doc said it was a perfectly acceptable test. I just hope this is still the case for those of us who use it. Hopefully your issue is just an administrative error that some one misinterpreted.
09-09-2008, 03:43 PM
#13
Line Holder
Joined APC: Mar 2008
Position: DC-10 FE
Posts: 30
I noticed that depending on how I tilt my monitor I can see all the numbers and only miss a couple of the line tracings. Too bad they use the paper plates at the office because I still can't see enough of them that way.
09-09-2008, 07:12 PM
#14
Gets Weekends Off
Joined APC: Dec 2007
Posts: 829
I have a sneaky feeling that the docs at Brooks AFB were instrumental in getting the FAA to drop the Falant test. There are other tests that supposedly quantify the color deficiency, but you would probably have to visit a specialist to get access. Despite your fears that the new demonstrated proficiency is a way for the examinres to fail you - I would take the time to find one that you trust and get the letter of demonstrated proficiency if required. That way, it is over and done with.
By the way - according to USAF studies - at least 10% of those that pass the plates will still show signs of color deficiencies with more involved tests. And, given the % of males with color deficiencies, I am sure there are examiners who themselves have color deficiencies. With that being the case, I doubt they would be looking to fail people.
By the way - according to USAF studies - at least 10% of those that pass the plates will still show signs of color deficiencies with more involved tests. And, given the % of males with color deficiencies, I am sure there are examiners who themselves have color deficiencies. With that being the case, I doubt they would be looking to fail people.
09-09-2008, 07:27 PM
#15
Line Holder
Joined APC: Feb 2008
Position: Window Seat
Posts: 35
I believe there are two different types of Farnsworth tests. The farnsworth lantern and the farnsworth D-15, as far as I know the D-15 is no longer acceptable since like last year. I took the FALANT and passed then I submitted a the letter from the Doc to the FAA and few weeks after that I got back a medical in the mail with no restrictions on it, I called them and they said that was the "letter of evidence" now I'm confused. Anyone here got the "LOE" or did they get a medical like I did?
09-09-2008, 11:12 PM
#16
Gets Weekends Off
Joined APC: Apr 2006
Posts: 193
Originally Posted by Dan64456
Funny, I went to that link, and I can see all but 1 or 2 of those numbers correctly! Maybe it's the monitor, but I never tried the Ishihara at an AME, only the Keystone. Maybe I'll give it a shot!
09-12-2008, 08:53 AM
#18
Gets Weekends Off
Joined APC: Feb 2007
Posts: 1,044
Ok, after a few tense moments of worry, I found this on the AOPA medical site dated 8-29-08. At the bottom of the article it states that folks that have sodas or LOEs are grandfathered in.
*Sigh* relief....
Vision—Color Restriction Removal
The medical standards in FAR Part 67 specify that applicants for all classes of medical certification have “the ability to perceive those colors necessary for the safe performance of airman duties.”
In 2002, a FedEx Boeing 727 crashed into trees on approach to Tallahassee, Fla., resulting in the loss of the aircraft and serious injuries to the three crewmembers. The NTSB investigation determined that the first officer’s color vision deficiency was one of several causal factors. As an outcome of that investigation and a subsequent safety recommendation, the FAA has modified its procedures for removing the operational restrictions for color vision deficiency. The new procedures vary depending upon the class of medical applied for or held.
If you fail the pseudoisochromatic color plate test at the time of your FAA physical exam, the aviation medical examiner (AME) may issue your medical certificate with the limitation “Not valid for night flying or color signal control.” To have the restriction removed, you may choose to take one of the FAA-approved alternative pseudoisochromatic color plate tests. These tests take into account the degree of color vision defect and are less sensitive to mild color vision deficiency. The Dvorine 2nd edition 15-plate test is one that you might consider taking. Your local eye care specialist, either an optometrist or ophthalmologist, may have available one or more of the allowed tests.
If you successfully complete the alternate test, you will be considered as having acceptable color vision for the FAA. You will need to take a color vision test each time you reapply for a medical certificate. Try to take the same test that you previously passed each time you reapply. If you need to seek an outside specialist to take such a test, make sure you obtain a letter from that individual that mentions the type of color vision test and the passing results. Take this to your AME at the time of your FAA exam. The AME may then issue the new certificate without the color vision restriction.
If you cannot pass one of the alternate tests, you have another option that requires taking an operational color vision test with an FAA aviation safety inspector through the local flight standards district office (FSDO). The information describing the tests is found in FAA Order 8900.1, FSIMS, Volume 5, Chapter 8, Sections 5-1523.F, 5-1526.E.6, and 5-1527 F.
For third class medicals: If you cannot successfully complete an alternative color plate test, you will be required to pass an operational color vision test (OCVT). This test has two components:
(a) A signal light test administered at an airport air traffic control tower; and
(b) A practical test in which you must read and correctly identify colors on aeronautical charts.
Upon successful completion of both elements of the OCVT, the aviation safety inspector will issue a letter of evidence and a medical certificate with the limitation “3rd Class Letter of Evidence.”
If you fail the signal light test portion of the OCVT during daylight hours, you will be able to retake the test at night. If you pass the nighttime test, your medical restriction will read, “Not valid for flights requiring color signal control during daylight hours.” If you cannot pass the OCVT during day or night hours, the restriction will read, “Not valid for night flying or by color signal control.”
Important note: If you fail the daytime signal light test, you will not be eligible for either first or second class medical certification, may not be issued a letter of evidence, and may not have the limitation modified or removed.
For first or second class medicals:
(a) Successful completion of an operational color vision test (OCVT) described above; and
(b) A color vision medical flight test (MFT). This is an actual flight test and requires the following:
(1) You must read and correctly interpret in a timely manner aviation instruments or displays, particularly those with colored limitation marks, and colored instrument panel lights, especially marker beacon lights, warning or caution lights, weather displays, etc.
(2) You must recognize terrain and obstructions in a timely manner; select several emergency landing fields, preferably under marginal conditions, and describe the surface (for example, sod, stubble, plowed field, presence of terrain roll or pitch, if any), and also describe how the conclusions were determined, and identify obstructions such as ditches, fences, terraces, low spots, rocks, stumps, and, in particular, any gray, tan, or brown objects in green fields.
(3) You must visually identify in a timely manner the location, color, and significance of aeronautical lights. To minimize the effect of memorizing the color of a light associated with a particular light system, the aviation safety inspector should make every effort to not use the light system name during the flight, but rather to ask you to identify a light color and the significance of as many of the following lights as possible:
(a). Colored lights of other aircraft in the vicinity;
(b). Runway approach lights, including both the approach light system (ALS) and visual glideslope indicators;
(c). Runway edge light system;
(d). Runway end identifier lights;
(e). In-runway lighting (runway centerline [CL] lights, touchdown zone [TDZ] lights, taxiway lead-off lights, and land and hold short lights);
(f). Airport boundary lights;
(g).Taxiway lights (edge lights, CL lights, clearance bar lights, runway guard lights, and stop bar lights;
(h).Red warning lights on television towers, high buildings, stacks, etc.;
(i). Airport beacon lights.
If you pass the operational color vision test (OCVT) and the color vision medical flight test, the inspector will issue a letter of evidence that’s valid for all classes and a medical certificate with no limitation or comment regarding color vision.
If you fail the signal light test portion of the OCVT during daylight hours, you will be able to retake the test at night. If you pass the nighttime test, your medical restriction will read, “Not valid for flights requiring color signal control during daylight hours.” If you cannot pass the OCVT during day or night hours, the restriction will read, “Not valid for night flying or by color signal control.”
Because this new policy is complicated by the need to interact with the local FSDO, AOPA recommends that pilots who need only third class medical certificates try one or more of the alternate color plate tests first. If that fails, do a “trial run” of the signal light test during daylight hours with the air traffic control tower first, preferably with someone who has “normal” color vision, to confirm that you correctly identified the tower light signals. When you know you can pass the test, you can contact the FAA for approval to take the test.
If you hold a statement of demonstrated ability (SODA) or a letter of evidence that was issued before July 2008, your color vision waiver is grandfathered, and you will not be required to test according to the new procedure.
*Sigh* relief....
Vision—Color Restriction Removal
The medical standards in FAR Part 67 specify that applicants for all classes of medical certification have “the ability to perceive those colors necessary for the safe performance of airman duties.”In 2002, a FedEx Boeing 727 crashed into trees on approach to Tallahassee, Fla., resulting in the loss of the aircraft and serious injuries to the three crewmembers. The NTSB investigation determined that the first officer’s color vision deficiency was one of several causal factors. As an outcome of that investigation and a subsequent safety recommendation, the FAA has modified its procedures for removing the operational restrictions for color vision deficiency. The new procedures vary depending upon the class of medical applied for or held.
If you fail the pseudoisochromatic color plate test at the time of your FAA physical exam, the aviation medical examiner (AME) may issue your medical certificate with the limitation “Not valid for night flying or color signal control.” To have the restriction removed, you may choose to take one of the FAA-approved alternative pseudoisochromatic color plate tests. These tests take into account the degree of color vision defect and are less sensitive to mild color vision deficiency. The Dvorine 2nd edition 15-plate test is one that you might consider taking. Your local eye care specialist, either an optometrist or ophthalmologist, may have available one or more of the allowed tests.
If you successfully complete the alternate test, you will be considered as having acceptable color vision for the FAA. You will need to take a color vision test each time you reapply for a medical certificate. Try to take the same test that you previously passed each time you reapply. If you need to seek an outside specialist to take such a test, make sure you obtain a letter from that individual that mentions the type of color vision test and the passing results. Take this to your AME at the time of your FAA exam. The AME may then issue the new certificate without the color vision restriction.
If you cannot pass one of the alternate tests, you have another option that requires taking an operational color vision test with an FAA aviation safety inspector through the local flight standards district office (FSDO). The information describing the tests is found in FAA Order 8900.1, FSIMS, Volume 5, Chapter 8, Sections 5-1523.F, 5-1526.E.6, and 5-1527 F.
For third class medicals: If you cannot successfully complete an alternative color plate test, you will be required to pass an operational color vision test (OCVT). This test has two components:
(a) A signal light test administered at an airport air traffic control tower; and
(b) A practical test in which you must read and correctly identify colors on aeronautical charts.
Upon successful completion of both elements of the OCVT, the aviation safety inspector will issue a letter of evidence and a medical certificate with the limitation “3rd Class Letter of Evidence.”
If you fail the signal light test portion of the OCVT during daylight hours, you will be able to retake the test at night. If you pass the nighttime test, your medical restriction will read, “Not valid for flights requiring color signal control during daylight hours.” If you cannot pass the OCVT during day or night hours, the restriction will read, “Not valid for night flying or by color signal control.”
Important note: If you fail the daytime signal light test, you will not be eligible for either first or second class medical certification, may not be issued a letter of evidence, and may not have the limitation modified or removed.
For first or second class medicals:
(a) Successful completion of an operational color vision test (OCVT) described above; and
(b) A color vision medical flight test (MFT). This is an actual flight test and requires the following:
(1) You must read and correctly interpret in a timely manner aviation instruments or displays, particularly those with colored limitation marks, and colored instrument panel lights, especially marker beacon lights, warning or caution lights, weather displays, etc.
(2) You must recognize terrain and obstructions in a timely manner; select several emergency landing fields, preferably under marginal conditions, and describe the surface (for example, sod, stubble, plowed field, presence of terrain roll or pitch, if any), and also describe how the conclusions were determined, and identify obstructions such as ditches, fences, terraces, low spots, rocks, stumps, and, in particular, any gray, tan, or brown objects in green fields.
(3) You must visually identify in a timely manner the location, color, and significance of aeronautical lights. To minimize the effect of memorizing the color of a light associated with a particular light system, the aviation safety inspector should make every effort to not use the light system name during the flight, but rather to ask you to identify a light color and the significance of as many of the following lights as possible:
(a). Colored lights of other aircraft in the vicinity;
(b). Runway approach lights, including both the approach light system (ALS) and visual glideslope indicators;
(c). Runway edge light system;
(d). Runway end identifier lights;
(e). In-runway lighting (runway centerline [CL] lights, touchdown zone [TDZ] lights, taxiway lead-off lights, and land and hold short lights);
(f). Airport boundary lights;
(g).Taxiway lights (edge lights, CL lights, clearance bar lights, runway guard lights, and stop bar lights;
(h).Red warning lights on television towers, high buildings, stacks, etc.;
(i). Airport beacon lights.
If you pass the operational color vision test (OCVT) and the color vision medical flight test, the inspector will issue a letter of evidence that’s valid for all classes and a medical certificate with no limitation or comment regarding color vision.
If you fail the signal light test portion of the OCVT during daylight hours, you will be able to retake the test at night. If you pass the nighttime test, your medical restriction will read, “Not valid for flights requiring color signal control during daylight hours.” If you cannot pass the OCVT during day or night hours, the restriction will read, “Not valid for night flying or by color signal control.”
Because this new policy is complicated by the need to interact with the local FSDO, AOPA recommends that pilots who need only third class medical certificates try one or more of the alternate color plate tests first. If that fails, do a “trial run” of the signal light test during daylight hours with the air traffic control tower first, preferably with someone who has “normal” color vision, to confirm that you correctly identified the tower light signals. When you know you can pass the test, you can contact the FAA for approval to take the test.
If you hold a statement of demonstrated ability (SODA) or a letter of evidence that was issued before July 2008, your color vision waiver is grandfathered, and you will not be required to test according to the new procedure.
09-12-2008, 05:46 PM
#19
Gets Weekends Off
Joined APC: May 2007
Posts: 109
I'm in the same crappy position. I failed the the plate test at my physical last summer and put off finding an alternate test, now I'm really kicking myself. Is it possible to retake the standard plate test and have the restrictions lifted permanetly? I went to a crappy ame, who I later found out wasnt very well know, he kind of rushed through it, Ive sense checked them out online and have been able to recognize alot more of the plates.
09-15-2008, 03:35 AM
#20
New Hire
Joined APC: Sep 2008
Posts: 3
It would be nice if the AOPA got involved with this! The policy basicly says "you must take the FALANT test at every exam rather than only once". This policy is discriminating against people with minor color deficiencies because:
1.) Only a few AME's in the country have the FALANT test, and they will retire eventually. People should not have to spend hundreds or thousands of dollars just to make special trips across the country for every exam!
2.) New AME's are not using the FALANT because they don't make them anymore!
3.) If this was such a safety issue, they would be pulling all the existing LOE's for the FALANT test!
4.) Are they arguing that color vision changes over time, since they sill issue LOE's, but only if you complete their extensive OVCT and MFT test! For what reason is the FALANT test still allowed, but it must be demonstrated at every exam?
5.) The failure of the OVCT test will restrict you for life! This test is conducted in an uncontrolled environment, at airports with different equipment. The weather and/or time of day can make the test easier or harder. It is even recommended to take the test when the daylight is not directly overhead, but this is not always possible.
Conclusion: People who invest tens of thousands of dollars and time into their careers don't deserve to loose it years down the road because they can't find a FALANT test, or they fail the OCVT! It is pure discrimination when you make a certain group of people have to spend LOTS of extra money at every exam. In my opinion, this policy violates the (ADA) American's with Disabilities Act.
1.) Only a few AME's in the country have the FALANT test, and they will retire eventually. People should not have to spend hundreds or thousands of dollars just to make special trips across the country for every exam!
2.) New AME's are not using the FALANT because they don't make them anymore!
3.) If this was such a safety issue, they would be pulling all the existing LOE's for the FALANT test!
4.) Are they arguing that color vision changes over time, since they sill issue LOE's, but only if you complete their extensive OVCT and MFT test! For what reason is the FALANT test still allowed, but it must be demonstrated at every exam?
5.) The failure of the OVCT test will restrict you for life! This test is conducted in an uncontrolled environment, at airports with different equipment. The weather and/or time of day can make the test easier or harder. It is even recommended to take the test when the daylight is not directly overhead, but this is not always possible.
Conclusion: People who invest tens of thousands of dollars and time into their careers don't deserve to loose it years down the road because they can't find a FALANT test, or they fail the OCVT! It is pure discrimination when you make a certain group of people have to spend LOTS of extra money at every exam. In my opinion, this policy violates the (ADA) American's with Disabilities Act.
