Third-class medical reform may eliminate the need to visit an AME.
If you’ve held a valid medical certificate at any point after July 14, 2006, you may never have to see an Aviation Medical Examiner (AME) again under the BasicMed rule.
And for those just getting started, you may be able to complete just one AME medical exam at the beginning of your flying and then use the simplified basic med process as long as your flying can be accomplished with third class privileges.
3rd class medical reform includes recreational or personal flying
Third class medical flying can be thought of as recreational or personal flying – generally flight training and all types of flying short of commercial operations including day and night VFR operations and even IFR flying. When flying under basic med, there is a maximum number of passengers that may be carried – five (5) – and the aircraft operated is limited to six seats and may not be certified for more than 6,000 lbs. Pilots are also altitude restricted to 18,000 feet MSL (no Class A operations) and a speed limit of 250 knots.
Third-class medical reform does not affect those already flying sport aircraft with a valid driver’s license in lieu of a third-class medical. You may continue flying light-sport aircraft.
Pilots need to visit a physician at least every four years
As part of the new guidance, pilots flying under BasicMed need to visit their primary care physician (or any state-licensed physician) at least once every four years and provide an FAA checklist of issues to be discussed during the visit. Both the pilot and physician need to sign the checklist stating that the items have been completed. A record of the required visit should be noted in the pilot’s logbook and pilots should save their checklist. There is no additional need to report or file anything directly with FAA.
The required checklist is provided in two parts. There are questions to be answered by the pilot in advance of the exam and a list of items for the physician to include as part of the exam which are typical of items found in any routine physical. The questions include a short medical history and list of current medications and, as one might expect, information about whether the pilot has had a medical denied, suspended or revoked.
Pilots are required to complete an online training course in aeromedical factors every two years. The course is available free from AOPA or Mayo Clinic. A copy of the course completion certificate should be saved and a notation of the training made in the pilot’s logbook.
Perhaps the greatest financial and regulatory relief of the reform movement comes to those with special issuance medicals. Special issuance medicals are an option for pilots with certain medical conditions that are specifically disqualifying. Once FAA reviews the history and circumstances, the pilot may be cleared to fly under the special issuance authorization.
If you currently hold a special issuance third-class medical, or have held one after July 14, 2006, and do not suffer one of the specific cardiac, neurological, or mental health conditions identified as exceptions, you will never again be required to go through the special issuance process.
An important note is that third-class medical reform does not alleviate the need for pilots to continually self-certify when it comes to being fit for flight. This includes consideration for any medications that may affect physical or cognitive abilities. While it would make sense that a primary care physician would be in a better position to assess one’s overall health than the snapshot that takes place during the traditional AME exam, the process also depends on an honest and free exchange with your doctor.
BasicMed Summary – what you need to fly
Hold a U.S. driver’s license.
Hold or have held a medical certificate issued by the FAA at any point after July 14, 2006.
Answer the health questions on the Comprehensive Medical Examination Checklist (CMEC) and complete your examination by any physician – required every 4 years.
Take the online medical education course (required every 2 years) and complete the attestations/consent to the National Driver Register (NDR) check. Keep the course completion document.
Go fly!
Operational Restrictions under BasicMed:
No more than five passengers
Operate within the United States, at less than 18,000 feet MSL, not exceeding 250 knots.
General aviation in Alaska isn’t some exotic activity – it’s a way of life. While many pilots think of bush pilots and seaplanes, a lot of flying in the Land of the Midnight Sun takes place in regular piston airplanes like Cessna 172s and 182s. In this week’s fun flying video, Flight Outfitters takes us to a remote village in Alaska in just such an airplane. You’ll see the gorgeous landscape pass under the wings and get an appreciation for how vital GA is to everyday life in Alaska.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/04/05175925/Alaska-with-FO-screen-shot.jpg6281200studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2017-04-21 10:33:262021-06-08 19:23:30Video: flying in Alaska with Flight Outfitters
The emerging drone market is creating opportunities in nearly every industry, and offers new pilots another option for an aviation career. Once reserved for the military, drones now extend to personal, hobby and widespread commercial use within the new Part 107 drone regulations. It’s important to understand the current rules and adopt standard operating procedures to ensure your safe missions and that you’re meeting industry-accepted best practices.
Join the experts from Unmanned Safety Institute (USI), the leading authority on drone operations, to explore the new Part 107 regulations, how to become a drone pilot, and the top training resources to keep you safe and help launch your drone business. USI is the world’s leading provider of safety education and training services to academic institutions, industry partners, and flight services companies and is the only organization in the world that focuses exclusively on UAS safety.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/04/05175927/Drone-webinar-screenshot.jpg6811200studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2017-04-18 14:13:442021-06-08 19:23:30Webinar – flying drones and the new Part 107 rules
Welcome to the latest edition of the Flight Maneuver Spotlight series. Here we’ll highlight the various maneuvers you’ll practice during your flight training and be expected to demonstrate during your private pilot checkride. Each maneuver includes step-by-step instructions, performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/04/05175938/Normal-Landing-feature.jpg481805studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2017-04-17 12:34:272021-06-08 19:23:30Flight maneuver spotlight: normal approach and landing
The Aeroshell Aerobatic Team is one of the most popular airshow acts in the US, year after year. Their demonstration is all about precision flying, from formation takeoffs to loops and rolls. In this week’s fun flying video, you can strap into the back seat of a T-6 and go flying with the team to see their routine from the cockpit.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/04/05175943/Aeroshell-team.jpg436800studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2017-04-14 14:18:582021-06-08 19:23:30Video: aerobatics with the Aeroshell T-6 team
It’s quite normal to be nervous the first time you tune in a new ATC frequency and call the control tower to request a landing clearance, or when you request flight following from the approach controller on a cross-country. Fortunately, as with most skills in aviation, you’ll soon feel comfortable with these procedures after some practice and coaching from your instructor.
You’ll find that it’s also helpful to have a good understanding of the air traffic system from the controller’s perspective. While it may have all started with a controller standing on an elevated platform with a pair of binoculars, today’s system is heavily dependent on advanced technology. Understanding the systems involved will not only make you feel more comfortable working with ATC but will also allow you to take full advantage of all the services and information they have to offer.
Ground controllers
Let’s first take a look at the ground controllers, who are in charge of directing traffic along the taxiways at towered airports. They are typically positioned in the control tower and visually track your position.
At larger airports, though, it can be tough for them to see you from the tower when the end of the runway may be several miles away. These larger airports have Surface Movement Radar (SMR), such as ASDE-3, AMASS, or ASDE-X, designed to display the location of aircraft and vehicles on the ground. These are used by the ground controllers as an additional tool to track ground traffic, particularly at night or in poor visibility. Older systems will display a map of the airport and the target:
Newer systems include the capability to display higher quality mapping, radar target, data blocks, safety alerts, and to interface with other systems such as digital flight strips:
The newer ASDE-X systems rely on your transponder for positive identification, so it’s important that you follow the instructions on the airport diagram and set it to altitude reporting mode when taxiing on the surface.
Approach Controllers
As a pilot, it can be helpful to understand what the controller sees on his display while talking to you on the frequency. There will be a data block associated with your aircraft’s location on the screen that moves as the aircraft moves through the airspace. The data block includes the aircraft N#, altitude, groundspeed, destination airport and aircraft type.
For unidentified VFR aircraft flying near the TRACON airspace, the controller will only be able to see the groundspeed and altitude (if equipped with an altitude-reporting transponder). The controller will use the term “unverified” when issuing traffic advisories.
If an extenuating circumstance requires you to squawk one of the special transponder codes, your aircraft data block will be highlighted with special codes. In this example an airplane is squawking 7700, as denoted by the red letters “EM”, standing for emergency, above the data block.
Many approach radar systems also display real-time precipitation and intensity levels on the screen in relation to aircraft location. Don’t hesitate to ask the controller about what they’re seeing and if they have a recommendation for a route that avoids nearby precipitation or thunderstorms.
In addition to using the radar system to track the location of aircraft, many TRACONs are also receiving a traffic feed from the Automatic Dependent Surveillance-Broadcast (ADS-B) system. Instead of using ground-based radar to determine aircraft position, ADS-B relies on aircraft equipped with new GPS transponders, which report precise 3D position data to a nationwide network of ADS-B towers on the ground. This ADS-B traffic information is then sent to each Air Traffic Control facility and will soon be the primary source of air traffic data.
Talking to the tower
At smaller ATC tower-controlled airports, the controllers must visually identify the location of inbound aircraft and often use binoculars to help spot traffic. For this reason, it’s important that you make accurate position reports to the controllers to help them establish an accurate mental picture of the traffic around the airport.
While Class D airport towers typically don’t have a radar service located right on the field, those that are near a Class C or B airport may have a direct feed from that radar to help with identifying traffic. While they are not authorized to issue VFR airplanes a unique transponder code, they may ask you to “IDENT” on the transponder to help identify your airplane’s position on the radar screen.
From a weather perspective, tower controllers at many Class B airports also have access to information from a supplemental weather resource called Terminal Doppler Weather Radar, or TDWR. These are radars specifically designed to detect wind shear and microburst events near major airports and provide controllers with high-resolution precipitation data. There are 45 operational TDWRs in the United States, primarily near large, international airports where thunderstorms occur numerous times each year.
Controllers have access to this TDWR data on dedicated display terminals, which can assist in determining the optimum traffic flow during periods of rapidly changing inclement weather.
Visit an ATC facility
Want to take the next step in expanding your ATC knowledge? Take the time to visit your local ATC tower, TRACON or center facility. You’re going to be working closely with the controllers on the radio and it really helps the relationship to meet and talk with them in person.
Controllers will, when you go into a tower, a TRACON, or center for a visit, go out of their way to explain anything that you ask about. And when you are flying, talking with them over the radio, they will do everything they can to accommodate any request that you make.
Call and tell them you are a pilot and would like to come for a visit. Some have a scheduled program, others will try to handle you on an individual basis. If you are a member of a local flying group, you should be able to get a controller to come to a meeting and talk to the group. Another thing that direct contact with controllers will do is sharpen communication skills. Just knowing a few of them makes dealing with all of them a more relaxed affair.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/04/05180009/ASDEX-ORD.jpg10801920studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2017-04-10 10:18:202021-06-08 19:23:30What the ATC controller sees – tech in the tower
Pilots Guide to BasicMed
/in Get Started, Regulations/by studentpltnewsThird-class medical reform may eliminate the need to visit an AME.
If you’ve held a valid medical certificate at any point after July 14, 2006, you may never have to see an Aviation Medical Examiner (AME) again under the BasicMed rule.
And for those just getting started, you may be able to complete just one AME medical exam at the beginning of your flying and then use the simplified basic med process as long as your flying can be accomplished with third class privileges.
3rd class medical reform includes recreational or personal flying
Third class medical flying can be thought of as recreational or personal flying – generally flight training and all types of flying short of commercial operations including day and night VFR operations and even IFR flying. When flying under basic med, there is a maximum number of passengers that may be carried – five (5) – and the aircraft operated is limited to six seats and may not be certified for more than 6,000 lbs. Pilots are also altitude restricted to 18,000 feet MSL (no Class A operations) and a speed limit of 250 knots.
Third-class medical reform does not affect those already flying sport aircraft with a valid driver’s license in lieu of a third-class medical. You may continue flying light-sport aircraft.
Pilots need to visit a physician at least every four years
As part of the new guidance, pilots flying under BasicMed need to visit their primary care physician (or any state-licensed physician) at least once every four years and provide an FAA checklist of issues to be discussed during the visit. Both the pilot and physician need to sign the checklist stating that the items have been completed. A record of the required visit should be noted in the pilot’s logbook and pilots should save their checklist. There is no additional need to report or file anything directly with FAA.
The required checklist is provided in two parts. There are questions to be answered by the pilot in advance of the exam and a list of items for the physician to include as part of the exam which are typical of items found in any routine physical. The questions include a short medical history and list of current medications and, as one might expect, information about whether the pilot has had a medical denied, suspended or revoked.
Pilots are required to complete an online training course in aeromedical factors every two years. The course is available free from AOPA or Mayo Clinic. A copy of the course completion certificate should be saved and a notation of the training made in the pilot’s logbook.
Perhaps the greatest financial and regulatory relief of the reform movement comes to those with special issuance medicals. Special issuance medicals are an option for pilots with certain medical conditions that are specifically disqualifying. Once FAA reviews the history and circumstances, the pilot may be cleared to fly under the special issuance authorization.
If you currently hold a special issuance third-class medical, or have held one after July 14, 2006, and do not suffer one of the specific cardiac, neurological, or mental health conditions identified as exceptions, you will never again be required to go through the special issuance process.
An important note is that third-class medical reform does not alleviate the need for pilots to continually self-certify when it comes to being fit for flight. This includes consideration for any medications that may affect physical or cognitive abilities. While it would make sense that a primary care physician would be in a better position to assess one’s overall health than the snapshot that takes place during the traditional AME exam, the process also depends on an honest and free exchange with your doctor.
BasicMed Summary – what you need to fly
Operational Restrictions under BasicMed:
Resources:
Video: flying in Alaska with Flight Outfitters
/in Fun Flying Videos/by studentpltnewsGeneral aviation in Alaska isn’t some exotic activity – it’s a way of life. While many pilots think of bush pilots and seaplanes, a lot of flying in the Land of the Midnight Sun takes place in regular piston airplanes like Cessna 172s and 182s. In this week’s fun flying video, Flight Outfitters takes us to a remote village in Alaska in just such an airplane. You’ll see the gorgeous landscape pass under the wings and get an appreciation for how vital GA is to everyday life in Alaska.
Webinar – flying drones and the new Part 107 rules
/in Webinars/by studentpltnewsThe emerging drone market is creating opportunities in nearly every industry, and offers new pilots another option for an aviation career. Once reserved for the military, drones now extend to personal, hobby and widespread commercial use within the new Part 107 drone regulations. It’s important to understand the current rules and adopt standard operating procedures to ensure your safe missions and that you’re meeting industry-accepted best practices.
Join the experts from Unmanned Safety Institute (USI), the leading authority on drone operations, to explore the new Part 107 regulations, how to become a drone pilot, and the top training resources to keep you safe and help launch your drone business. USI is the world’s leading provider of safety education and training services to academic institutions, industry partners, and flight services companies and is the only organization in the world that focuses exclusively on UAS safety.
Flight maneuver spotlight: normal approach and landing
/in Tips and technique/by studentpltnewsWelcome to the latest edition of the Flight Maneuver Spotlight series. Here we’ll highlight the various maneuvers you’ll practice during your flight training and be expected to demonstrate during your private pilot checkride. Each maneuver includes step-by-step instructions, performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
Video: aerobatics with the Aeroshell T-6 team
/in Fun Flying Videos/by studentpltnewsThe Aeroshell Aerobatic Team is one of the most popular airshow acts in the US, year after year. Their demonstration is all about precision flying, from formation takeoffs to loops and rolls. In this week’s fun flying video, you can strap into the back seat of a T-6 and go flying with the team to see their routine from the cockpit.
Watch more videos on Sporty’s YouTube page.
What the ATC controller sees – tech in the tower
/in Tips and technique/by studentpltnewsYou’ll find that it’s also helpful to have a good understanding of the air traffic system from the controller’s perspective. While it may have all started with a controller standing on an elevated platform with a pair of binoculars, today’s system is heavily dependent on advanced technology. Understanding the systems involved will not only make you feel more comfortable working with ATC but will also allow you to take full advantage of all the services and information they have to offer.
Ground controllers
Let’s first take a look at the ground controllers, who are in charge of directing traffic along the taxiways at towered airports. They are typically positioned in the control tower and visually track your position.
At larger airports, though, it can be tough for them to see you from the tower when the end of the runway may be several miles away. These larger airports have Surface Movement Radar (SMR), such as ASDE-3, AMASS, or ASDE-X, designed to display the location of aircraft and vehicles on the ground. These are used by the ground controllers as an additional tool to track ground traffic, particularly at night or in poor visibility. Older systems will display a map of the airport and the target:
Newer systems include the capability to display higher quality mapping, radar target, data blocks, safety alerts, and to interface with other systems such as digital flight strips:
The newer ASDE-X systems rely on your transponder for positive identification, so it’s important that you follow the instructions on the airport diagram and set it to altitude reporting mode when taxiing on the surface.
Approach Controllers
As a pilot, it can be helpful to understand what the controller sees on his display while talking to you on the frequency. There will be a data block associated with your aircraft’s location on the screen that moves as the aircraft moves through the airspace. The data block includes the aircraft N#, altitude, groundspeed, destination airport and aircraft type.
For unidentified VFR aircraft flying near the TRACON airspace, the controller will only be able to see the groundspeed and altitude (if equipped with an altitude-reporting transponder). The controller will use the term “unverified” when issuing traffic advisories.
If an extenuating circumstance requires you to squawk one of the special transponder codes, your aircraft data block will be highlighted with special codes. In this example an airplane is squawking 7700, as denoted by the red letters “EM”, standing for emergency, above the data block.
Many approach radar systems also display real-time precipitation and intensity levels on the screen in relation to aircraft location. Don’t hesitate to ask the controller about what they’re seeing and if they have a recommendation for a route that avoids nearby precipitation or thunderstorms.
In addition to using the radar system to track the location of aircraft, many TRACONs are also receiving a traffic feed from the Automatic Dependent Surveillance-Broadcast (ADS-B) system. Instead of using ground-based radar to determine aircraft position, ADS-B relies on aircraft equipped with new GPS transponders, which report precise 3D position data to a nationwide network of ADS-B towers on the ground. This ADS-B traffic information is then sent to each Air Traffic Control facility and will soon be the primary source of air traffic data.
Talking to the tower
At smaller ATC tower-controlled airports, the controllers must visually identify the location of inbound aircraft and often use binoculars to help spot traffic. For this reason, it’s important that you make accurate position reports to the controllers to help them establish an accurate mental picture of the traffic around the airport.
While Class D airport towers typically don’t have a radar service located right on the field, those that are near a Class C or B airport may have a direct feed from that radar to help with identifying traffic. While they are not authorized to issue VFR airplanes a unique transponder code, they may ask you to “IDENT” on the transponder to help identify your airplane’s position on the radar screen.
From a weather perspective, tower controllers at many Class B airports also have access to information from a supplemental weather resource called Terminal Doppler Weather Radar, or TDWR. These are radars specifically designed to detect wind shear and microburst events near major airports and provide controllers with high-resolution precipitation data. There are 45 operational TDWRs in the United States, primarily near large, international airports where thunderstorms occur numerous times each year.
Controllers have access to this TDWR data on dedicated display terminals, which can assist in determining the optimum traffic flow during periods of rapidly changing inclement weather.
Visit an ATC facility
Want to take the next step in expanding your ATC knowledge? Take the time to visit your local ATC tower, TRACON or center facility. You’re going to be working closely with the controllers on the radio and it really helps the relationship to meet and talk with them in person.
Controllers will, when you go into a tower, a TRACON, or center for a visit, go out of their way to explain anything that you ask about. And when you are flying, talking with them over the radio, they will do everything they can to accommodate any request that you make.
Call and tell them you are a pilot and would like to come for a visit. Some have a scheduled program, others will try to handle you on an individual basis. If you are a member of a local flying group, you should be able to get a controller to come to a meeting and talk to the group. Another thing that direct contact with controllers will do is sharpen communication skills. Just knowing a few of them makes dealing with all of them a more relaxed affair.