This is an interesting question that many older pilots may be asking themselves. The answer is not straightforward and depends on several factors. As we age, our physical and cognitive abilities can deteriorate, which can impact our ability to fly an aircraft safely. However, age alone does not disqualify someone from being a pilot. With proper medical screening and training, many 70 year olds can continue flying under certain conditions. In this article, we will explore the medical, regulatory, and practical considerations around whether a 70 year old can be a pilot.
FAA Age Regulations for Pilots
The Federal Aviation Administration (FAA) has regulations regarding pilot age and requirements. Here are some key points:
- There is no maximum age limit for private pilots in the U.S. As long as you maintain your medical certificate and fulfill other FAA requirements, you can continue flying privately past 70 years old.
- For commercial pilots, the FAA mandates retirement at age 65. There are some exceptions where you can fly until age 67 if engaged in commercial air transport of passengers.
- To act as a pilot-in-command (PIC) on an airline, the FAA prohibits operations past age 65.
- Although you cannot serve as PIC past 65, you can still work as a commercial pilot in other capacities like co-pilot or flight engineer.
- Some corporate aviation departments set their own mandatory retirement ages below the FAA limits.
So in summary, the FAA does allow 70 year olds to fly privately and commercially in some circumstances. However, opportunities are more limited compared to younger pilots.
Medical Factors for Older Pilots
The FAA has stringent medical requirements that all pilots must meet, which tend to get more difficult to pass as we age. Here are some key medical factors the FAA considers for older pilots:
Vision
Vision naturally deteriorates with age. Common conditions like presbyopia and cataracts can impact visual acuity and ability to see instruments clearly. The FAA requires at minimum:
- 20/40 or better distant visual acuity with or without correction
- Ability to perceive those colors necessary for safe performance of airman duties
Pilots must also pass periodic vision exams checking depth perception, field of vision, night vision, and ability to distinguish colors. Visual deficits like glaucoma or macular degeneration can be disqualifying.
Hearing
The FAA requires pilots to have adequate hearing to perform duties like communication by radio. They must be able to hear conversational speech and audiometers in a quiet setting. Hearing aids are sometimes allowed to meet these standards. Severe hearing impairment can be disqualifying.
Cardiovascular Health
With age often comes increased risk of cardiovascular conditions like hypertension, heart attack, stroke, and cardiac arrest. The FAA carefully evaluates cardiovascular status, looking for symptoms like chest pain, irregular pulse, or loss of consciousness. Use of medications like blood thinners also require special consideration.
Neurocognitive Function
The FAA is concerned about any neurocognitive deficits that could impact judgment, memory, concentration, or ability to safely operate an aircraft. Conditions like Alzheimer’s, dementia, Parkinson’s, seizures, or traumatic brain injury may be disqualifying if severe enough.
Musculoskeletal Issues
Aches, pains, weakness, and reduced mobility tend to increase with age. Neck/back pain, arthritis, osteoporosis, prior surgery, and use of medications like narcotic pain pills are closely reviewed. The pilot must have adequate strength, range of motion, dexterity and motor skills to safely operate controls.
Cancer
The FAA handles each cancer diagnosis individually based on prognosis, treatment, side effects, and likelihood of recurrence. Current malignancy is disqualifying. After treatment, it often requires 2-5 years of cancer-free follow up before medical recertification.
Medications & Surgery
Certain prescription drugs and over-the-counter medications are not allowed for pilots. After surgery, recovery time before returning to the skies depends on the operation and FAA protocols. The FAA maintains an extensive list of medical conditions and associated certification requirements.
The FAA medical evaluation involves comprehensive lab work, cardiovascular assessment, neurological exam, vision/hearing tests, and review of the pilot’s full health history. This thorough scrutiny helps identify any age-related decline in functioning that could impact flight safety.
Cognitive Changes with Age
In additional to physical health, the FAA considers how cognitive abilities change over time. Some key cognitive skills for pilots include:
- Processing speed – how quickly you take in and react to information
- Divided attention – concentrating on multiple things at once
- Working memory – holding information in mind temporarily
- Selective attention – focusing on relevant data and filtering out distractions
- Multitasking – performing multiple tasks concurrently
Research shows these cognitive skills tend to decline gradually as people get older. There is notable individual variability, but on average older adults process information slower, have more trouble dividing attention, and find it harder to multitask compared to younger pilots.
Fortunately, experience and expertise can help offset cognitive aging to some degree. An older pilot with thousands of flight hours may outperform a novice young pilot on skills like cockpit management. But at some point age-related cognitive decline can impact flight performance, so the FAA remains vigilant.
Training Requirements
In addition to passing the requisite FAA medical exams, older pilots must adhere to training requirements. To maintain currency, every two years pilots must complete a flight review with an instructor and log a minimum number of flight hours. Specific requirements depend on the type of certificate held.
More frequent training is a good idea for older pilots to sharpen skills and counteract any cognitive slowdown. Many pilots choose to do annual recurrent training beyond FAA minimums. Simulator training is also useful for practicing emergency procedures and scenarios impossible to replicate safely in flight.
Some aviation experts argue the FAA should mandate more rigorous training for older pilots similar to airline requalification tests. But for now, any additional training is optional once initial certificate requirements are met.
Insurance Considerations
Insurance companies writing aviation policies do not outright prohibit older pilots, but they may impose restrictions like:
- Requiring more frequent medical exams beyond FAA requirements
- Excluding coverage for medical causes of accidents
- Setting a maximum covered age below 70 years old
- Charging higher premiums for older pilots
- Limiting the aircraft models insured for older pilots
So while it may be possible to find an insurer willing to cover a 70 year old pilot, the policy limitations and costs are greater compared to younger pilots.
Some insurers request older pilots complete a practical flight test or aircraft type rating to assess proficiency. Others want documentation of recent simulator training. Insurers look closely at total flight hours and experience when underwriting plans.
Self-Assessment for the Older Pilot
The FAA medical exam is a good starting point, but pilots should also continuously self-monitor their fitness to fly as they age. Some questions to regularly ask yourself include:
- Am I experiencing any concerning symptoms like chest pain, dizziness, disorientation, or lightheadedness?
- Is my strength, mobility, vision, or hearing deteriorating?
- Am I having more trouble remembering procedures or following complex instructions?
- Is multitasking becoming more difficult in the cockpit?
- Do any of my medications list drowsiness or dizziness as side effects?
- Am I mentally fatiguing more quickly when flying?
- Is my hand-eye coordination or reaction time slowing down?
- Are my landings and takeoffs as smooth and precise as they used to be?
- Am I having trouble hearing, understanding, or responding promptly to ATC directives?
- Have any other pilots commented that my flight skills seem “off”?
Honestly assessing these areas will help determine if your piloting abilities are declining with age. Being proactive with more currency training and voluntary medical screening beyond FAA minimums is wise.
Accident Statistics for Older Pilots
Reviewing aircraft accident data provides insights into older pilot safety records. Statistics from 2010-2019 show:
- Pilots age 70-79 had a higher overall accident rate compared to those age 60-69
- The rate of fatal accidents per pilot was highest for the 80+ age group
- Pilots over age 60 had more fatal accidents attributed to medical causes than younger pilots
- Older pilots had more accidents during landings and go-arounds compared to other phases of flight
- Loss of control due to incorrect aircraft configurations was more common among accidents involving older pilots
However, experience still plays a significant role. Commercial pilots and air transport pilots over age 60 had lower accident rates compared to younger colleagues with less experience.
Overall the data suggests higher accident risk among older pilots, especially over age 70, but experience helps mitigate age effects. This matches the FAA’s more restrictive policies for airline captains versus private pilots.
Notable Airline Accidents Involving Older Pilots
There have been some high profile airline crashes where the older age of the captain was considered a possible factor:
- United Airlines Flight 173 crashed in 1978 after the captain delayed landing despite fuel exhaustion warnings. He was age 58.
- Delta Air Lines Flight 1141 crashed on takeoff in 1988. The 57 year old captain had significant coronary artery disease.
- A Boeing 737 collided with terrain during approach to Aliquippa Airport in 1994. The captain was age 63.
- SilkAir Flight 185 crashed in 1997 during rapid descent. The captain was age 53.
These incidents contributed to the FAA’s decision to prohibit airline pilots over age 60 from serving as captain. But investigators also pointed to psychological issues, inadequate training, and crew communication problems as additional factors.
Cognitive Screening of Older Pilots
Given the risks identified in accident data, there are calls for more cognitive screening of older pilots using tools like:
Neuropsychological Testing
This involves a battery of tests administered by a neuropsychologist evaluating abilities like memory, processing speed, attention, spatial orientation, and executive functioning. It can detect mild cognitive impairment associated with aging.
Computerized Cognitive Assessment Tools
These present cognitive challenges on a digital interface and measure abilities like reaction time, divided attention, working memory, and multitasking. Some systems were designed specifically for pilots.
Cockpit Simulators
Simulators with realistic flight scenarios can reveal age-related decline in piloting abilities under pressured conditions. It assesses piloting skills versus just underlying cognitive abilities.
In-Flight Observation
A trained instructor can observe the older pilot at the controls and look for any deficits in aircraft handling, procedure implementation, or traffic avoidance. Focus is on actual flight proficiency versus clinical measurements.
The FAA does not currently require such tools for medically certifying pilots. But some aviation specialists argue cognitive screening should be incorporated, especially for commercial pilots, to enhance safety. More research is still needed though to determine how predictive these tools are of actual flight performance.
Steps Older Pilots Can Take
For older pilots who want to continue flying safely, consider these steps:
- Get regular physical exams beyond just the FAA medical required every 2 years for pilots over age 40
- Discuss your flying activities honestly with your doctor
- Learn to recognize any cognitive decline and respond accordingly
- Stay current with training requirements plus consider supplemental proficiency training
- Maintain an open dialogue with your instructor about skills and weaknesses
- Use simulators to practice emergency procedures and handling
- Fly with another qualified pilot periodically for feedback
- Add safety buffers like eliminating night flying and avoiding adverse weather
- Review aircraft operating manuals and procedures regularly
- Consider retiring from piloting if signs of age-related decline become apparent
The key is maximizing self awareness of changes since the last FAA medical exam and taking steps to maintain operational safety.
Role of Autopilot & Other Automation
Most airliners and many private aircraft now have sophisticated autopilot systems that reduce workload and cognitive demands on human pilots. Features like:
- Automated flight planning and navigation
- Automated aircraft control for takeoff, cruising, and landing phases
- Enhanced stability augmentation and fly-by-wire controls
- Altitude hold, heading hold, and speed control functions
- GPS waypoint tracking and lateral/vertical navigation
- Auto-thrust systems
- Automated checklists and system alerts
These automation aids are invaluable for offloading mundane flight tasks and enhancing safety overall. They may compensate for some mild age-related deficits like slower manual flight control reflexes or memory lapses.
However, automation cannot substitute for experience and aeronautical decision making in non-routine situations. The older pilot must maintain the cognitive skills for dynamic risk assessment and problem solving when automation fails. Overreliance on automation can lead to complacency in monitoring the aircraft and loss of stick-and-rudder proficiency.
Younger Co-Pilots Can Help Mitigate Some Risks
While an older pilot meeting FAA medical standards may be fit to fly from a health perspective, having a younger co-pilot helps operationally:
- Workload can be divided to reduce fatigue and mental strain
- A complementary pairing where strengths and weaknesses offset
- More physical resilience if emergency maneuvers required
- Aid with new technology/avionics unfamiliar to older pilot
- Second set of eyes to catch any errors
- Younger perspective to counteract rigid thought patterns
- Future continuity if older pilot can no longer fly
This model of the experienced captain paired with a younger co-pilot has worked well in the airline industry. But it requires budgeting for two pilots rather than flying solo.
Transition Planning
Even with best efforts to maintain skills, age-related decline eventually takes its toll. Pilots should think about transition planning well before this point:
- Set personal parameters for retirement from piloting like specific age or flight experience
- Consider shifting to teaching/instructor roles gradually
- Train the next generation early to take your place
- If part of a crew, help select your replacement co-pilot
- Plan for fulfilling post-retirement activities to ease the transition
- Reflect on your aviation career and accomplishments
- Write down memories, lessons learned, and advice for those following in your footsteps
Setting expectations and having a plan makes the process smoother when the time comes to hang up your wings.
Conclusion
The answer to whether a 70 year old can be pilot depends on health, training, experience, aircraft, and flight conditions. While the FAA does not prohibit it,there are good reasons to be cautious. Age-related physical and cognitive decline, even if subtle, can impact flight safety.
With comprehensive medical oversight, currency training, aircraft automation aids, and use of young co-pilots, some 70 year old pilots maintain proficiency. But they should continuously self-assess and be willing to recognize if their piloting days need to end. Conservative restrictions are prudent as age advances beyond 70.
For airline and commercial pilots, the FAA wisely enforces age cutoffs lower than 70. With hundreds of passenger lives at stake, higher standards are reasonable. But for private flying, the FAA allows more leeway based on demonstrated skills and medical fitness.
There is no set expiry date when a pilot must cease flying, but 70 years old is certainly a time for heightened vigilance. An openness to objective assessment of one’s piloting capabilities versus relying on self-perception is key. With the right precautions and monitoring, aviation can continue to be part of life into our 70s.