BasicMed was created to give many general aviation pilots a way to keep flying without holding a traditional FAA medical certificate. For several years it was limited to relatively light, small aircraft. That changed with the 2024 FAA reauthorization and a final rule that took effect in November 2024. The expansion is significant enough that it is worth revisiting whether BasicMed fits your mission. FAA+2Federal Register+2
As an aviation medical practice, we see pilots who are trying to decide whether to stay with a third class medical, move to BasicMed, or maintain a higher class medical while flying heavier airplanes. This overview is written with that decision in mind.
What changed in the BasicMed expansion
Under the updated rule, a pilot operating under BasicMed may now fly:
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An aircraft with a maximum certificated takeoff weight up to 12,500 pounds
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An aircraft authorized for up to seven total occupants
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While carrying no more than six passengers
This is a significant jump from the previous 6,000 pound limit and six seat certification. FAA+2AOPA+2
The update also formally allows pilot examiners to conduct practical tests and proficiency checks in aircraft that qualify under the expanded BasicMed rules, as long as they personally meet BasicMed requirements for acting as pilot in command. FAA+1
In practical terms, this brings many cabin class twins, larger singles, and some pressurized aircraft into the BasicMed envelope. It also makes life easier for examiners and instructors who are doing checkrides or proficiency work in those aircraft.
What did not change
The expansion did not turn BasicMed into a universal medical solution. All of the core operating limits for BasicMed remain in place. FAA+1
Under BasicMed you must still:
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Operate within the United States or in another country that specifically accepts BasicMed
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Fly at or below 18,000 feet MSL
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Fly at or below 250 knots indicated airspeed
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Not act as pilot in command of an aircraft for compensation or hire
The last point is important. Airline operations, most commercial operations, and many corporate positions will still require a traditional FAA medical of the appropriate class. BasicMed did not change Part 121 or Part 135 medical requirements.
The pilot eligibility requirements for BasicMed also did not change. To use BasicMed, you must: FAA+1
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Hold a current and valid U.S. driver license
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Have held a valid FAA medical certificate at any time after July 14, 2006
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Not have had your most recent FAA medical denied, revoked, or suspended
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Be under the care of a state licensed physician who completes the Comprehensive Medical Examination Checklist (CMEC)
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Complete the BasicMed medical education course every 24 calendar months
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Receive a physical exam for BasicMed every 48 months using the FAA’s checklist form
If you do not meet those baseline rules, the expansion in aircraft weight and seating does not apply.
Who benefits most from the new BasicMed limits
In our practice, the pilots who stand to gain the most from the BasicMed expansion fall into a few broad groups.
Owners and operators of larger GA aircraft.
Pilots who fly heavier piston twins or larger singles that were previously above 6,000 pounds now have a BasicMed option, as long as the aircraft and operation fit the other requirements. Being able to stay under BasicMed even when upgrading to a heavier machine is attractive for many owner operators. Flight Training Central+1
Instructors and examiners.
Designated pilot examiners and instructors conducting practical tests, proficiency checks, or training in covered aircraft can now do so while operating under BasicMed if they qualify. That can simplify life for examiners who primarily work in GA piston equipment and do not otherwise need or want a higher class medical for their own flying. Federal Register+1
GA pilots who no longer fly for hire.
Pilots who previously held higher class medicals for professional flying, but are now strictly personal or business GA, may find that BasicMed fully covers their mission even in a larger aircraft. The expansion removes the weight limitation that previously pushed some of these pilots back to a third class medical.
When a traditional FAA medical still makes more sense
BasicMed does not replace traditional medical certification in several important situations.
If you fly for an airline or commercial operator, or intend to, you still need the appropriate class of FAA medical. BasicMed does not meet Part 121 or Part 135 requirements.
If you operate at higher altitudes or speeds, for example in a turbine aircraft that routinely flies above 18,000 feet or faster than 250 knots, you cannot do that flying under BasicMed.
If your most recent FAA medical was denied, you are not eligible for BasicMed until that is resolved. In that situation, working with an AME who is comfortable with complex cases is critical, because a denial closes the BasicMed door until corrected. FAA+1
Finally, if you are dealing with a significant medical condition that is likely to require a special issuance, there is strategy involved in deciding whether to pursue a traditional medical or stay with BasicMed. The right choice depends on the condition, your flying plans, and your tolerance for FAA review timelines.
How to decide between BasicMed and a third class medical
For many GA pilots, the relevant choice is not BasicMed versus First Class, it is BasicMed versus holding a current Third Class.
A Third Class medical may still make sense if:
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You want the flexibility to fly outside BasicMed limitations, such as higher altitude or faster aircraft in the future
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You are early in your flying career and may pursue commercial or airline work later
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Your insurance company or club has specific language that favors or requires a current FAA medical
BasicMed may be preferable if:
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Your mission fits entirely within U.S. only, below 18,000 feet, below 250 knots, no compensation or hire
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You have a stable medical history that your treating physician understands well
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You value seeing the same physician for general health and BasicMed, as long as that physician is comfortable with the FAA’s requirements
For some pilots, a combination approach can make sense. For example, a professional pilot may maintain a First Class medical for airline flying and later transition to BasicMed after retirement while continuing to fly heavier GA aircraft for personal use. The expansion to 12,500 pounds simply widens the range of aircraft that remain on the table at that stage. FAA+1
How Kansas Aviation Medicine can help
At Kansas Aviation Medicine, we work with pilots across the full spectrum, from student and GA owners to ATPs and HIMS cases. BasicMed is one tool in that toolbox, not a one size fits all solution.
If you are considering moving from a traditional medical to BasicMed, or upgrading your aircraft and wondering whether the new limits cover your plans, we can walk through:
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Your current and future flying mission
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Your medical history and any prior FAA interactions
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The tradeoffs between Third Class and BasicMed for your situation
For some pilots, the safest move is to remain under the traditional medical system with an AME who knows their file. For others, the BasicMed expansion is an opportunity to simplify the process without giving up capability.
If you would like to discuss your specific case, or schedule an FAA medical or BasicMed consultation at KMHK, Dr. Harrison is available by appointment.
