If you are monocular, if one of your eyes is truly or legally blind or has a substandard vision, due to a condition, like an amblyopia, but you still want to be a commercial pilot and obtain Class 1 Medical certificate in Canada, please proceed further.
If you haven’t already done so, please first read the introduction and learn about my eye-sight condition first, to understand the situation and assess if it’s relevant to you.
| Class 1 | Monocularity | Substandard Vision in One Eye |
|---|---|---|
| Visual acuity of the “bad” eye | Below corrected 6/60 (excl.) | Corrected 6/60 (incl.) and above; and below corrected 6/9 |
| Initial issue | unlikely | 🟢possible |
| Revalidation / Renewal issue | unlikely | 🟢possible |
Transport Canada (TC) follows ICAO standards in distinguishing between applicants with monocularity and with substandard vision in one eye. They also seem to exercise a distinctively different degree of flexibility towards these two groups. This flexibility is defined in CARs (Canadian Aviation Regulations) 424.05.
These standards stipulate that under special circumstances, flexibility may be applied and the permit or license issued or validated when certain conditions are met. Further, section (5) of this regulation provides examples of the most common cases of flexibility. Both monocular and substandard eyesight candidates are mentioned there.
Please note, that the regulations define these cases as “examples”. One could reasonably assume that the authorities do not have to follow them strictly and, may have the right to deviate from them as they see fit, which can be good or bad for you depending on your situation.
Substandard Vision in One Eye
Transport Canada defines applicants with substandard vision in one eye as anyone whose one eye’s visual acuity is between 0.1 (20/200) and 0.66 (20/30), as specified in CAR 424.05(5)(c):
(c) Substandard Vision in One Eye
(i) An applicant whose corrected central vision in one eye is less that 20/30 (6/9) but is at least 20/200 (6/60) shall be granted the issue or revalidation of a permit or licence in accordance with the Medical Requirements Standards provided that the following conditions are met:
(A) on the initial request for flexibility, the applicant has undertaken an eye examination by an eye specialist whose report indicates that the visual acuity in the better eye meets the vision standards for the permit or licence applied for or held;
(B) accredited medical conclusion indicates that the visual defect is unlikely to interfere with safe performance of duties related to the permit or licence considering pathogenesis of the condition, visual fields, etc.;
(C) the licensing authority is satisfied that any relevant ability, skill or experience of the applicant has been given due consideration. In certain cases a practical test shall be advised;
(D) an eye specialist’s report shall be required annually if the condition causing the reduced vision is not stable.I have obtained my medical Category 1 based on this part of the regulation, as I still have some visual acuity in my “bad” eye, which is precisely the very minimum stipulated by the regulation: 0.1 (20/200).
There is a visible risk in being so borderline, however. Measuring visual acuity is no precision science. The result may be transiently affected by many factors, like, the ambient level of light, sleep quality during the prior night, overall level of tiredness, etc. That’s why the indications may differ slightly every single time. Today it’s 0.1 (20/200), tomorrow it’s 0.2 (20/100), but the day after it may randomly fall to 0.05 (20/400) and render you unfit for Category 1!
Paragraph (D) does not apply to me because my condition is stable (do you remember I told that this is an important factor?).
As per my AME’s suggestion, we attached a number of additional documents to my case. Those included:
- mention of hours flown;
- EASA medical flight test report (which was needed to get EASA Class 2 Medical earlier);
- earlier ophthalmologist reports;
- mention of the fact that I’m in progress of getting Class 1 in the USA under FAA flexibility process.
It is unclear which factors played a crucial role, but TC did not require me to take a practical test, regardless of the regulations outlined in paragraph (C). Additionally, no further exams were necessary, possibly due to the inclusion of additional reports.
As a result, my process of getting Canadian Category 1 Medical was long, but straightforward:
- Visiting AME for a routine Category 1 examination.
- AME deferring my case with additional documentation to Transport Canada.
- Waiting 8 months.
- Getting Category 1 Medical in my postbox.
Your process may turn different if you don’t yet have ophthalmologic reports or any flying experience.
Worth noting that, due to stability of the condition, no additional review by TC will be needed on subsequent revalidation / renewal of the medical.
Monocular Applicants
Transport Canada defines monocular applicants as anyone whose one eye’s visual acuity falls below 0.1 (20/200), as specified in CAR 424.05(5)(b):
(b) Monocular Applicants
(i) A monocular applicant is an applicant who has lost the use of one eye or whose central vision is such that it cannot be corrected to at least 20/200 (6/60). A monocular applicant shall be granted the issue or revalidation of those permits or licences, for which a Category 3 or lower medical is required, provided that the following conditions are met:
(A) on the initial request for flexibility, the applicant has undertaken an eye examination by an ophthalmologist whose report indicates that with respect to the better eye:
(I) the vision is not less that 20/200 (6/60)corrected to 20/30 (6/9) or better and the equivalent spherical error is not greater than plus or minus 5 diopters;
(II) the function of the eye and its adnexae shall be normal in all other respects;
(B) the applicant, following an adequate period of adaptation, has satisfactorily completed a practical (monocular) test conducted by the person designated by the RDAL demonstrating his ability to fly the type of aircraft in which the permit or licence is sought in a competent manner while maintaining an adequate look-out for other traffic and obstructions; and
(C) the licensing authority’s medical advisors have recommended the issue of a permit or licence; and
(D) an eye specialist’s report is required at each renewal of the permit or licence.
(ii) The practical test of flying ability shall confirm that the applicant has achieved sufficient adjustment to his monocular condition to perform the duties of a private pilot safely and with the degree of competence normally required and shall be required for:
(A) issue of a permit or licence to a monocular person;
(B) the first renewal after loss of binocular vision if the permit or licence was previously issued; and
(C) subsequent renewals where the eye specialist’s report indicates significant deterioration of visual capability since the previous report.
(iii) The practical test is:
(A) required in addition to the medical examination for the issue of a Student Pilot Permit to monocular applicants; and
(B) considered, in conjunction with the medical examination reports, when assessing the visual acuity of the applicant for the Permit;
(iv) Evidence of a satisfactory practical test, is in the form of signed statement by the person conducting the test, confirming that the applicant is competent to perform the normal and emergency manoeuvres appropriate to the type of aircraft in respect of which the permit or licence is sought:
(A) in a competent manner; and
(B) while maintaining an adequate look-out for other traffic and obstructions.
(v) The validity of a Medical Certificate shall be for the period normally applicable to the permit or licence, except for the Pilot Licence - Glider and Pilot Permit- Recreational which shall be valid for the same period as the Private Pilot Licence.
(vi) Monocular pilots may obtain a night rating subject to the following conditions:
(A) the applicant has completed the night and instrument flight time normally required for a night rating for a private pilot licence; and
(B) a flight instructor designated by the RDAL has certified that the applicant has been flight tested and been found to be capable of performing at night the normal and emergency manoeuvres appropriate to the type of aircraft in a competent manner while maintaining an adequate look-out for other traffic and obstructions.As you can see, the requirements for monocular candidates are significantly more numerous than for substandard applicants, with a medical flight test being absolutely required. Additionally, it appears that Category 3 is the highest level of medical certification that monocular applicants can attain under Transport Canada, which disqualifies them from any type of commercial flying, unfortunately.
I have not personally gone through this process, but I have gathered my understanding from reading the regulations. It is worth noting that the regulations may work differently in practice. Also, remember, that this section is defined in CAR as an “example” of flexibility. This may be not always followed strictly.
If you have gone this route personally and have some experience to share, please don’t hesitate to reach out. I will be happy to update my guide to help other pilots seeking Category 1 Medical in Canada.
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