Basic Med vs 3rd Class

[kyleb]

I'm sure this has been beaten to death in prior threads, but I'll ask again...

Being a private pilot SEL who flies fixed gear singles, what do I give away by going Basic vs 3rd class?

- The ability to fly for hire (which is a non-factor for me).
- The ability to fly internationally (an aspirational thing, but not something I've done in 35 years).

Really, the second one is the only one that could practically apply for me at this point. I don't have 02 in the airplane, I don't intend to go above 18K', and I don't see flying anything with a gross weight of 6K lbs.

Am I missing anything (at least from a practical standpoint)?

Is there an insurance "gotcha" out there?

 

[wellknow]

there is an insurance gotcha for older pilots

 

[kyleb]

there is an insurance gotcha for older pilots

Please elaborate. ;-)

 

[wellknow]

I have heard from a friend that he had to continue getting a 3rd class as opposed to basic med when he turned 70 in order for insurance to cover him

 

[Dana]

As a private pilot flying as a sport pilot (no medical, not even basicmed) I've wondered how insurance will deal with it (I'm currently 65). And I wonder how MOSAIC (if it happens) will affect things, as many more pilots won't need to bother getting medicals any more.

 

[Anthem]

<Content deleted by User>

 

[idahoflier]

Jumping through hoops every two years or if you're lucky enough to be on a SI protocol, jumping through hoops every year. Also the FAA won't let you ride the hypoxia simulator at OSH...

 

[Brad Z]

Also the FAA won't let you ride the hypoxia simulator at OSH...

They'll let you do the PROTE with BasicMed now.

 

[Brad Z]

I'm sure this has been beaten to death in prior threads, but I'll ask again...

Being a private pilot SEL who flies fixed gear singles, what do I give away by going Basic vs 3rd class?

- The ability to fly for hire (which is a non-factor for me).
- The ability to fly internationally (an aspirational thing, but not something I've done in 35 years).

Really, the second one is the only one that could practically apply for me at this point. I don't have 02 in the airplane, I don't intend to go above 18K', and I don't see flying anything with a gross weight of 6K lbs.

Am I missing anything (at least from a practical standpoint)?

Is there an insurance "gotcha" out there?

It's actually 12,500 pounds now...

 

[Beachy]

As a private pilot flying as a sport pilot (no medical, not even basicmed) I've wondered how insurance will deal with it (I'm currently 65). And I wonder how MOSAIC (if it happens) will affect things, as many more pilots won't need to bother getting medicals any more.

I bought my Ercoupe last Spring and, at age 77, had no problem getting insurance. Of course an Ercoupe is about a basic airplane as you can get and I had 120 hours in type - so that likely helped. One of our cars is an 8 year old Corolla, worth maybe $7500, and that premium is $400 more than insuring the ‘Coupe for $30K.

 

[Dana]

I bought my Ercoupe last Spring and, at age 77, had no problem getting insurance. Of course an Ercoupe is about a basic airplane as you can get and I had 120 hours in type

That's good to hear. I had a hard time getting insurance for my Parrakeet but it's pretty rare, only a couple dozen in existence, and I had zero time in type (though I have plenty of time in other small biplanes). Hopefully this year's renewal now that I've been flying it will be lower.

 

[4CornerFlyer]

So to get back to the original poster's question, for the situation you describe, the only thing you might want an FAA medical for is international flying to countries other than the Bahamas and Mexico. Flying under Basic Med does not preclude you from getting an FAA medical in the future, so get it when the day comes that you need it.
Jon

 

[TCABM]

…
Being a private pilot SEL who flies fixed gear singles, what do I give away by going Basic vs 3rd class?

…

Is there an insurance "gotcha" out there?

Nothing. There are some underwriters that will require a 3rd class when you’re in your 70s or at age 80.

The bigger question is if you’re under an SI now and in a a decade or so have a BasicMed reason to get a one-time SI to get back on BasicMed. You’ll also likely have to start over again regarding your existing SI.

 

[kyleb]

Nothing. There are some underwriters that will require a 3rd class when you’re in your 70s or at age 80.

The bigger question is if you’re under an SI now and in a a decade or so have a BasicMed reason to get a one-time SI to get back on BasicMed. You’ll also likely have to start over again regarding your existing SI.

No SI.

 

[Dana]

For a PP not flying in the flight levels or internationally, there is no downside to going basicmed instead of a class III. And a lot less risk if the doc catches a disqualifying condition you didn't know about.

Even the international thing may change... the main reason, as I understand it, that Canada doesn't recognize basicmed is because the FAA won't recognize their no-medical pilots. If MOSAIC passes and makes most of the GA fleet light-sport requiring no medical anyway, that may change the picture.

 

[dbahn]

So to get back to the original poster's question, for the situation you describe, the only thing you might want an FAA medical for is international flying to countries other than the Bahamas and Mexico. Flying under Basic Med does not preclude you from getting an FAA medical in the future, so get it when the day comes that you need it.
Jon

What may preclude issuance of a medical is an interim change in your medical condition that you're not aware of, which nullifies Basic Med.

 

[Luigi]

Avemco covers pilots flying under basic med over 70 with a Basic med exam and FR yearly.
Turbo Arrow.

 

[TCABM]

What may preclude issuance of a medical is an interim change in your medical condition that you're not aware of, which nullifies Basic Med.

That’s a risk one takes with every interval between medicals or BasicMed.

For the average pilot flying singe engine, fixed gear, normally aspirated airplanes, BasicMed or a third class medical is just fine. For those over 40, one is good for two years, the other for four years.

In the intervening period, what BasicMed provides the pilot is a jeopardy-free offramp if any number of SI/CACI conditions develop. For me, scheduling a primary care visit to get the right labs and note along with a specialty referral for the current note (both benign conditions) and an AME visit to keep a third class alive is a lot if hassle and risk for each third class renewal. Instead, my PCM tracks the same conditions and every other year signs a form during a routine annual visit.

By the same token, other than some international flying, a third class provides no additional benefits to the pilot.

 

[Vance Breese]

I'm sure this has been beaten to death in prior threads, but I'll ask again...

Being a private pilot SEL who flies fixed gear singles, what do I give away by going Basic vs 3rd class?

- The ability to fly for hire (which is a non-factor for me).
- The ability to fly internationally (an aspirational thing, but not something I've done in 35 years).

Really, the second one is the only one that could practically apply for me at this point. I don't have 02 in the airplane, I don't intend to go above 18K', and I don't see flying anything with a gross weight of 6K lbs.

Am I missing anything (at least from a practical standpoint)?

Is there an insurance "gotcha" out there?

It appears to me a commercial certificate is required to fly for hire.
§ 61.113 Private pilot privileges and limitations: Pilot in command.
(a) Except as provided in paragraphs (b) through (h) of this section, no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as pilot in command of an aircraft.

(b) A private pilot may, for compensation or hire, act as pilot in command of an aircraft in connection with any business or employment if:

(1) The flight is only incidental to that business or employment; and

(2) The aircraft does not carry passengers or property for compensation or hire.

It appears to me a second class medical is required to exercise the privileges of a commercial certificate.

§ 61.23 Medical certificates: Requirement and duration.​

(2) Must hold at least a second class medical certificate when exercising:

(i) Second-in-command privileges of an airline transport pilot certificate in part 121 of this chapter (other than operations specified in paragraph (a)(1)(ii) of this section);

(ii) Privileges of a commercial pilot certificate in an aircraft other than a balloon or glider; or

I realize that this is not directly related to your situation.

I feel there is value for all pilots to understanding the privileges and limitations of the pilot certificate held.