How To Get The Night-Flying (Color Vision) Restriction Removed from an FAA Third-Class Medical Certificate (12/2005)

12/04/05:  Like approximately 8% of males, I have deficient color vision.  The deficiency has been apparent since childhood, when I would often put on different color socks (most typically, a black sock combined with a dark blue sock).  (I've solved this problem in adulthood by buying identical socks, so that a mixup is impossible.  Marching down to Payless Shoes with $100 gets me identical socks for at least two years.)

I decisively flunked the color vision test administered by my local AME (as I expected I would).

I would like the privelege of flying at night, but probably not for the traditional reasons.  In general, I don't think flying at night in a single-engine airplane is a good idea.  My rationale is that in the event of an engine failure, it is hard to select an off-field landing area.

My reason for wanting to fly at night is that occasionally I'm late getting off the ground (usually, when I invite a friend to go for a $100 hamburger), and I'd like to be able to complete the trip with no hassle.  I don't want to fly at night routinely.

I did receive a helpful e-mail from Bill Clark, I did look at lots of material on the web (including the AOPA's website), and I did contact Bill Lewis (as recommended by Bill Clark).

Here is what I learned:

• The recommended approach is to try the alternate color vision tests approved by the FAA, then to try the light gun test as a last resort.
• The light gun test can be taken at most twice (in your life, i.e. ever), and the medical endorsement is subtly different for the alternate color vision tests versus the light gun test (affects somebody who wants to be a career aviator, but for a once-a-month flyer like me, not an important issue).
• There is no way to demonstrate night-flying proficiency/safety to the FAA other than to pass some form of color vision test.  (In other words, one can't simply go up with an examiner and demonstrate the ability to operate a plane safely at night.)

The approach I'll take is:

1. Go to a controlled airport to see how I do with a light gun.
2. If I do OK with a light gun, I'll just take that approach (easier than hunting around for doctors with the alternate color vision tests).
3. Otherwise:
   • I'll contact the FAA flight surgeon's office in Oklahoma City to be sure that the information on the web is correct and current, that there are no pending rule changes, and that there is no procedure for demonstrating night flight proficiency rather than color vision proficiency.  (This is especially relevant because I intend to fly only GA singles.  I have a CFI acquaintance who had a heart attack, and as part of getting her medical back, they wanted to know what types of aircraft she'd be instructing in.  This implies to me that there may be a larger risk equation involved that considers possible public harm [less with lighter aircraft], and that there may be another last-resort procedure not documented on the web.)
   • I'll systematically exhaust all of the alternate color vision tests approved by the FAA, and see if there is one I can pass.

I did call the BTL tower.  They advised me that a light gun has an aperture about 6 inches wide, and can be set for white, green, or red.  Next step is to hop on over and see what I can see.

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