Therapist Insights / Aviation and Certification
FAA-mandated therapy: what HIMS AME reporting actually means.
The HIMS pathway is a monitored return to flying, not a private course of therapy. Every required evaluation, every progress report and every gap in the record is written down and passed onward: to the HIMS AME, to an employer program where one exists, and to the FAA. Pilots who understand that in month one move through it better than pilots who learn it in month nine.
THE QUICK TAKEAWAY
HIMS is a monitored return-to-work pathway, and the reports produced inside it are not confidential treatment. Evaluations and progress summaries written for HIMS are meant to be read: by the HIMS-trained Aviation Medical Examiner, by an employer program where one is involved, and by the FAA, because the entire pathway rests on the agency being able to see that recovery is real and documented. Pilots who assume ordinary therapy privacy applies inside HIMS have misread the program. Private care for a pilot's own wellbeing is a separate thing, and CEREVITY offers only that separate thing.
§01 / 09 / Definition
What the HIMS pathway actually is.
HIMS, the Human Intervention Motivation Study, is the monitored route the FAA points pilots toward when a substance-related condition has to be evaluated and documented before certification can resume. FAA guidance for medical examiners states that an airman who requires monitoring should establish with a HIMS-trained AME to work through the process.
Most of what circulates about HIMS in crew rooms and forums is second-hand, and most of it is either too optimistic or too grim. The regulatory frame underneath it is narrower and more knowable than the rumour suggests. Under 14 CFR 67.107, an established medical history or clinical diagnosis of substance dependence is disqualifying for a first-class airman medical certificate unless there is established clinical evidence of recovery, including sustained total abstinence from the substance for not less than the preceding two years. Substance abuse within the preceding two years is separately disqualifying, and the regulation names a verified positive drug test, an alcohol test result of 0.04 or greater, or a refusal to submit to testing among the events that count. Those sentences are the whole reason the pathway exists. The FAA is not asking whether a pilot feels better. It is asking for evidence, on a defined timeline, that a disqualifying condition is in documented recovery. HIMS is the machinery for producing that evidence, and the FAA's Guide for Aviation Medical Examiners is explicit that airmen with a regulatory diagnosis of alcohol dependence or abuse may require evaluation and monitoring before they can obtain a medical certificate.
Five pressures that arrive with the pathway
The clock belongs to someone else
Timelines in this process are set by the FAA's review queues and by the intervals written into an Authorization letter, not by how ready a pilot feels. The FAA's own Mental Health Aviation Rulemaking Committee, reporting in April 2024, described psychiatry review in Washington as currently running between 150 and 180 days. Nothing in a pilot's control moves that number.
The paperwork becomes a second job
Records, evaluations, progress notes, testing results and status summaries all have to arrive in the right format, from the right kind of provider, inside the right window. A document that is late or wrongly formatted does not get corrected quietly. It restarts a review cycle, and the cycle is measured in months.
Income stopped and the bills did not
Most pilots enter this pathway grounded. Evaluations, monitoring and testing carry cost at exactly the point when flying income has stopped, and the 2024 committee report named financial burden among the barriers that keep airmen from disclosing in the first place. The stress of that arithmetic is itself clinically relevant, and it rarely gets named in the room.
Everyone in the chain reads everything
A HIMS file is a shared document. The HIMS AME, the employer program where one exists, and the FAA's certification staff are all downstream readers of the same material. Pilots accustomed to the privacy of ordinary healthcare consistently underestimate how many people will read a sentence written about them.
Recovery has to be legible, not just real
Getting well and demonstrating wellness to a federal regulator are different tasks with different evidence standards. A pilot can be doing genuinely well and still hold a file that does not show it, because nobody in the chain wrote the right thing down in the right words at the right time.
▶ Research
The FAA's own Mental Health and Aviation Medical Clearances Aviation Rulemaking Committee, which reported on 1 April 2024, put the central problem in writing. Fear of temporary or permanent certificate loss was identified as the most prevalent and serious barrier to airmen seeking care. The same report states that only about 0.1 percent of applicants who disclose any health issue and complete the process are ultimately denied a medical certificate. Those two findings sit uncomfortably beside each other, and they describe the actual risk landscape better than any forum thread: the thing pilots fear most is the thing that almost never happens to those who go through the process, while the delay and expense they fear less are the things that reliably do. The committee also noted that access to HIMS AMEs can itself be challenging, and recommended a non-punitive pathway for disclosing mental health conditions.1
What the distinction changes in practical terms
A monitoring session is documentation, and should be treated as such
Candour still matters inside a monitored relationship, and evasion inside it is both clinically useless and, in a program built on demonstrated recovery, actively damaging to the file. What changes is the pilot's understanding of where the words go. Speaking honestly to an evaluator who is writing for the FAA is not the same act as speaking honestly to a therapist who is writing for nobody, and knowing which one is happening is a form of self-protection, not a form of concealment.
Transparency is the mechanism, not the risk
The value of HIMS to the FAA and to the flying public is precisely that it is visible. A pathway built on monitored, documented recovery only works if the monitoring is real. Any framing of this process that treats disclosure as the enemy misunderstands what an Authorization is for, and a pilot who approaches the pathway that way tends to produce a file full of gaps that read far worse than the original diagnosis did.
A second, private space is legitimate and separate
Wanting somewhere to talk about the marriage, the humiliation, the fear of never flying again, or the grinding administrative fatigue of the pathway itself is not an attempt to route around anything. It is an ordinary human requirement that the monitoring relationship is not designed to meet. That space is genuinely useful, it is genuinely different, and it satisfies no FAA requirement whatsoever.
Who carries the file, and who reads it
The single most useful mental adjustment a pilot can make early in this pathway is to stop picturing a therapist and a patient in a private room, and start picturing a file with named readers. Three parties sit downstream of almost everything produced for HIMS, and each of them reads for something different. Knowing which one a given document is written for explains most of what otherwise feels arbitrary about the process.
The HIMS AME
The Aviation Medical Examiner with Human Intervention Motivation Study training is the coordinating point. FAA guidance tells airmen who require monitoring to establish with one, and the FAA publishes a list of HIMS AMEs on its medical certification pages. This is the person who knows what the FAA will accept, in what form, and by when. Individual questions about a specific case belong here and nowhere else.
The employer program, where one exists
Airline HIMS programs sit alongside the certification process and involve company medical staff, peer volunteers and, in most unionized operations, a union assistance committee. A pilot flying under a collective agreement usually has an assistance program that can explain the company side of the sequence, often faster and more candidly than any other source available.
The FAA
Certification decisions are federal. Under 14 CFR 67.401 the Federal Air Surgeon, along with the Manager of the Aeromedical Certification Division and each Regional Flight Surgeon, may grant an Authorization for Special Issuance of a Medical Certificate valid for a specified period. That Authorization is the object of the whole exercise, and the FAA is the reader whose interpretation of the file is the only one that finally counts.
§02 / 09 / Telehealth
Why a HIMS report is not confidential treatment.
HIMS reporting and confidential therapy are two different relationships with two different rule sets. Evaluations and monitoring summaries produced for HIMS exist in order to be read by the HIMS AME, by an employer program and by the FAA, and pilots who treat those appointments as private conversations tend to discover the difference at the worst possible moment.
The report is the product, and the FAA is the reader
In ordinary care the note serves the clinician and the client. In a HIMS evaluation the written output is the deliverable, and it is produced for an audience outside the room. That changes what an evaluator asks, how an answer is recorded, and what a pilot should expect to see quoted back at them later. None of this is a betrayal of the therapeutic relationship. It is a different relationship with a different purpose, and describing it plainly at the start prevents a specific and avoidable kind of harm.
The evaluator is specified, not freely chosen
The FAA's published specifications for substance abuse and dependence evaluations require that the psychiatric evaluation be performed by someone board-certified by the American Board of Psychiatry and Neurology or the American Board of Osteopathic Neurology and Psychiatry, and either board certified in Addiction Psychiatry or trained in the Human Intervention Motivation Study program. The neuropsychological evaluation must be conducted by a neuropsychologist included on the FAA's provider list. A pilot cannot simply nominate a trusted clinician for these roles, and a clinician who is not on the right list cannot produce an acceptable document no matter how good the underlying care is.
Item 19 asks a wider question than most pilots expect
The FAA's Guide for Aviation Medical Examiners instructs that Item 19 of the medical application covers all visits in the last three years to a physician, physician assistant, nurse practitioner, psychologist, clinical social worker, or substance abuse specialist for treatment, examination, or medical or mental evaluation. Counseling visits are to be reported only if related to a personal substance abuse or psychiatric condition. Routine dental, eye and FAA periodic examinations, and consultations with an employer-sponsored employee assistance program, may be excluded unless the consultation was for the applicant's substance abuse or resulted in referral for psychiatric evaluation or treatment. Whether a particular contact falls inside or outside that instruction is a determination for an Aviation Medical Examiner, not for a therapist and not for an article.
§03 / 09 / Mechanism
What a monitored year asks of you.
Pilots in HIMS should expect a repeating cycle rather than a course with a finish line. The Authorization letter, not the clinician, sets what has to be submitted and how often, and FAA guidance states that the letter is accompanied by attachments specifying the information treating physicians must provide for the reissuance determination.
Week to week, the texture of this pathway is less dramatic than pilots expect and more relentless. The dramatic part is over quickly: the disclosure, the grounding, the first evaluation. What follows is administrative endurance. Appointments are scheduled around when documents are due rather than around when a person most needs them. Records get requested, chased, sent again. A status summary is completed and then a clarifying question arrives about a line in it. FAA guidance on special issuance describes the pattern in dry terms, noting that the Authorization letter carries attachments specifying what treating physicians must provide, and that examiners work to reissuance criteria set out for them. Translated into lived experience, that means a pilot's calendar is organized by a document schedule they did not write, for a decision they cannot appeal quickly, with an income that has stopped.
The FAA's published specifications for this category of evaluation make the shape clearer. A psychiatric evaluation is expected to include review of all available records, a thorough clinical interview covering substance use history and the quality of treatment, a mental status examination, and an integrated summary of findings with an explicit diagnostic statement. The neuropsychological evaluation, where required, involves complete record review, a clinical interview addressing the quality of recovery, mental status examination, and interpretation of a full battery of neuropsychological and psychological tests, with computerized score reports using pilot norms where those are available. The FAA also states that pilots certified under special issuance will be required to undergo periodic re-evaluations, with the specific requirements set out in the Authorization letter. Read that list again and notice what it is not: it is not a course of therapy. It is an assessment protocol with a written output.
The second thing that surprises people is how much of the difficulty is relational rather than clinical. A grounded pilot is at home, in the middle of the day, every day, for a long time. Partners who have organized a household around rotations suddenly have a person in it. Children ask questions. Colleagues call less than expected, or more than is comfortable. Financial pressure and shame make an unpleasant compound. None of this is what the Authorization letter is asking about, and none of it disappears because the file is progressing on schedule. It is, in fact, the material most likely to determine whether a pilot sustains the recovery the file is documenting, which is why a separate space to work on it has practical value and not merely emotional value.
► Standard advice vs. CEREVITY's approach
Standard therapy
"Treat the HIMS evaluation as a confidential therapy session"
CEREVITY
"Treat it as a documented step in a federal certification file"
Standard therapy
"Hope that a gap in the record passes without comment"
CEREVITY
"Assume every provider contact is discoverable and account for it with the HIMS AME"
Standard therapy
"Ask a clinician who has never seen an FAA file to produce a report for one"
CEREVITY
"Confirm who the FAA will accept as an evaluator before the first appointment is booked"
| Standard insurance-based therapy | CEREVITY's specialized approach |
|---|---|
| "Treat the HIMS evaluation as a confidential therapy session" | "Treat it as a documented step in a federal certification file" |
| "Hope that a gap in the record passes without comment" | "Assume every provider contact is discoverable and account for it with the HIMS AME" |
| "Ask a clinician who has never seen an FAA file to produce a report for one" | "Confirm who the FAA will accept as an evaluator before the first appointment is booked" |
A break from the page
The monitored file and your own wellbeing are two different needs.
CEREVITY is a nationwide network of independent licensed clinicians providing confidential private-pay care by secure telehealth across all 50 states. CEREVITY is not a HIMS program, is not an FAA-approved provider, and satisfies no certification requirement. Your HIMS AME owns that side. For the rest of it, start with a private inquiry.
§04 / 09 / Cases
Common challenges we address.
The captain who thought the evaluation was therapy
The patternA pilot who spoke freely in a required evaluation on the assumption that the ordinary rules of therapeutic confidentiality applied, and who later read their own words in a document sent onward to the AME and the FAA. The shock is rarely about anything they wanted to hide. It is about having believed they were in one kind of room when they were in another.
What we addressThe repair starts by drawing the map: which appointments produce documents with external readers, which do not, and who reads what. Once a pilot can name the difference, they can speak candidly in both settings without the sense of ambush. Where the underlying work of staying well needs its own room, that runs through one-to-one work with a clinician of your own, which is separate from the file and changes nothing about what the file requires.
The first officer whose clinician had never heard of HIMS
The patternSomeone doing genuinely good clinical work with a therapist who is skilled, well-intentioned and entirely unfamiliar with aviation medical certification. Documentation arrives in the wrong format, or from a provider the FAA does not accept for that role, or without the specific elements the specifications call for. Nothing was done badly. The file still stalls, and the stall is measured in months of lost income.
What we addressThe practical fix is unglamorous and it belongs upstream: confirm with the HIMS AME which documents are needed, from whom, in what form, before anyone writes anything. A union assistance program can often shortcut this in a single phone call. Clinical care that is not producing FAA documentation does not need to solve this problem, which is one reason keeping the two relationships distinct is easier than trying to make one clinician serve both.
§05 / 09 / Methods
Evidence-based treatment approaches.
Five distinct kinds of contact tend to surround a HIMS case, and pilots do better when they can name which is which: the FAA-required evaluation, the monitoring relationship, peer and union support, private individual therapy, and work involving a partner or family. Only some of them are confidential, and only some of them touch the certification file at all.
The FAA-required evaluation
A structured assessment producing a written document for external readers. The FAA specifies who may perform it, what it must contain, and that its findings arrive with an explicit diagnostic statement. Confidentiality in the ordinary clinical sense does not describe this relationship, and a pilot should hear that stated plainly by whoever conducts it. Questions about what a specific case requires belong with the HIMS AME.
The monitoring relationship
Ongoing contact that generates periodic reports at intervals set in the Authorization letter. FAA guidance states that airmen certified under special issuance will be required to undergo periodic re-evaluations. This relationship can be supportive and often is, and it is still fundamentally a reporting relationship. Both things are true at once, and pretending otherwise helps nobody.
Peer support and union assistance
Volunteer pilots and union committees who have been through the pathway themselves. This is frequently the fastest source of accurate procedural information a pilot has, and the 2024 Aviation Rulemaking Committee recommended expanding peer support programs. It is not clinical treatment, and the confidentiality terms vary by program, which is worth asking about directly rather than assuming.
Private individual therapy
Confidential clinical work on the things the file is not asking about: shame, marriage strain, fear of never flying again, the administrative grind, what happens to identity when the uniform comes off. CEREVITY clinicians work in this lane only. Nothing done here satisfies an FAA requirement, replaces a required evaluation, or removes any reporting obligation a pilot has, and a visit to a licensed clinician is a visit to a licensed clinician wherever it is paid for.
Work with a partner or family
The household absorbed the grounding, the income change and the disclosure alongside the pilot, usually with less information and no procedural role. Couples and family work addresses the part of this that no certification document tracks and that materially affects whether recovery holds. This too sits outside the file entirely.
§06 / 09 / Investment
Understanding the investment in private-pay care.
Private-pay, nationwide, and separate from the certification file
At CEREVITY, our online individual therapy sessions are structured as a direct investment in your mental agility and overall well-being. The investment includes:
- Licensed mental health professional specializing in confidential private therapy for working airmen
- Evidence-based, one-on-one approaches proven effective for substance use, depression, anxiety and the strain of a monitored return to flying
- Flexible online scheduling including evenings and weekends
- Complete privacy with no insurance involvement or red tape
- Pilots in the HIMS pathway expertise and understanding
- Outcome tracking and progress measurement
The cost of HIMS and FAA reporting going unaddressed
Consider what is at stake when HIMS and FAA reporting goes unaddressed:
What the pathway costs, and what CEREVITY does not cover
Certification costs and therapy costs are separate ledgers. Required evaluations, testing and monitoring associated with a special issuance carry their own expense, and no single published figure covers them because the sequence differs by case; the 2024 Aviation Rulemaking Committee identified financial burden among the barriers airmen face without attaching a number to it. A HIMS AME is the right source for what a particular pathway will involve. CEREVITY's fees cover confidential clinical care only, and cover nothing the FAA requires. Working private-pay also means no insurance claim is submitted for that care and no diagnosis is filed with a payer, which is a statement about insurers and not about the FAA, whose reporting instructions apply regardless of who paid. View our current rates here: cerevity.com/our-pricing-for-therapy/. For how payment is handled, see ways to pay.
Session formats that fit a grounded schedule
Care is delivered by secure telehealth nationwide across all 50 states, which matters when a pilot is domiciled in one state, based in another and currently at home in a third. Ongoing work usually sits in 50-minute therapy sessions held on a regular weekly rhythm, which suits a pathway that is itself measured in months. Where something needs concentrated attention rather than weekly instalments, intensive therapy days can do in one sitting what would otherwise take a season. Pilots whose schedules turn unpredictable again once flying resumes sometimes prefer access between sessions when something urgent lands. How clinicians are matched and how the work is structured is set out in clinician matching and method.
§07 / 09 / Evidence
What the research shows.
The documents underneath this topic are short, public and worth reading directly rather than through summary. 14 CFR 67.107 sets the mental standards for a first-class airman medical certificate and makes substance dependence disqualifying absent established clinical evidence of recovery including sustained total abstinence for not less than the preceding two years, with substance abuse in the preceding two years disqualifying in its own right. 14 CFR 67.401 creates the Authorization for Special Issuance of a Medical Certificate, valid for a specified period, grantable at the discretion of the Federal Air Surgeon, the Manager of the Aeromedical Certification Division or a Regional Flight Surgeon; it also provides that a certificate issued under it expires no later than the end of the validity period or upon withdrawal of the Authorization, that the Authorization may be withdrawn on adverse change in the holder's medical condition or where public safety would be endangered, and that a holder may request a written review within sixty days of service of a withdrawal letter.
► Three figures from the primary documents
of applicants who disclose any health issue and complete the process are ultimately denied a medical certificate.
FAA Mental Health ARC report, 2024
days is the range the committee recorded for FAA psychiatrist review at headquarters.
FAA Mental Health ARC report, 2024
years of visits to listed health professionals are covered by Item 19 of the medical application.
FAA Guide for Aviation Medical Examiners
Alongside those sits 14 CFR 61.53, which prohibits acting as pilot in command or as a required flight crewmember while knowing or having reason to know of a medical condition that would make the person unable to meet the requirements for the medical certificate, or while taking medication or receiving other treatment for a condition with that effect. That obligation is continuous and sits on the airman personally between examinations, which is why the reporting architecture around HIMS is not merely a formality attached to a periodic exam. The FAA's Guide for Aviation Medical Examiners supplies the operational detail: what Item 19 covers across the previous three years, which evaluations require which credentials, and the instruction that an airman requiring monitoring should establish with a HIMS-trained AME. The 2024 Mental Health and Aviation Medical Clearances committee report supplies the honest context, recording that fear of certificate loss is the most serious barrier to care while only about 0.1 percent of applicants who disclose a health issue and complete the process are ultimately denied.
§§ / 09 / Recap
Key takeaways.
Five things to remember
- A HIMS report is not confidential treatment Evaluations and monitoring summaries produced inside the pathway are written for the HIMS AME, for an employer program where one is involved, and for the FAA. Treating them as private conversations is the single most common and most costly misunderstanding pilots carry into the process.
- Transparency is what makes the pathway work An Authorization for Special Issuance exists because documented, monitored recovery can be verified. Nothing about this process rewards concealment, and a file with unexplained gaps reads worse to a reviewer than the original diagnosis did.
- A clinician unfamiliar with aviation certification creates real delay The FAA specifies who may perform which evaluation and what each must contain. Good clinical care delivered in the wrong format, or by a provider outside the accepted categories, still stalls a file, and a stalled file is measured in months of lost income rather than in weeks.
- Private care is a separate need, honestly described Wanting somewhere to work on shame, marriage strain and the grind of the paperwork is ordinary and legitimate. That work satisfies no FAA requirement and removes no reporting obligation, and any provider suggesting otherwise should be treated with suspicion.
- CEREVITY provides this through online individual therapy nationwide, with full privacy through its private-pay concierge network and no insurance involvement.
§08 / 09 / FAQ
Frequently asked questions.
What does a HIMS AME do?
A HIMS AME is an Aviation Medical Examiner who has completed Human Intervention Motivation Study training, and the FAA describes HIMS AMEs as trained in evaluating airmen for substance- or alcohol-related conditions. FAA guidance for examiners states that an airman who requires monitoring should establish with a HIMS-trained AME to help them work through the FAA process. In practice this is the coordinating point for the whole file: the person who knows what documentation the agency will accept, in what form, and by when, and who communicates with the FAA's certification staff on the case. The FAA publishes a list of HIMS AMEs on its medical certification pages. Pilots with questions about their own situation should take them here rather than to a general therapist or an online forum.
Is the therapy required by HIMS confidential?
HIMS-required evaluations and monitoring reports are not confidential in the way ordinary psychotherapy is, and this is the most important thing for a pilot to understand before the first appointment. The written output is the point of the exercise, and it is produced to be read by the HIMS AME, by an employer program where one exists, and by the FAA, because certification decisions depend on documented evidence of recovery rather than on a clinician's private impression. Pilots who assume the usual privacy rules apply often feel ambushed later. A separate course of private therapy, paid for privately and not producing FAA documentation, is a different relationship with different confidentiality, and it satisfies none of the certification requirements.
What does the FAA HIMS program require?
Requirements in this pathway are set case by case rather than by a single published checklist. FAA guidance on special issuance states that the Authorization letter is accompanied by attachments specifying the information treating physicians must provide for the reissuance determination, and that airmen certified this way will be required to undergo periodic re-evaluations. The FAA separately specifies who may perform substance-related evaluations, requiring a psychiatric evaluation by a board-certified psychiatrist who is either board certified in Addiction Psychiatry or HIMS-trained, and any neuropsychological evaluation by a neuropsychologist on the FAA's provider list. What a particular pilot's case requires is a question for a HIMS AME, and no article can answer it.
How much does the FAA HIMS program cost?
No single published figure covers this pathway, because the required sequence of evaluations, testing and monitoring varies by case and by employer. Pilots should expect meaningful out-of-pocket expense at exactly the point when flying income has stopped, which is a combination the FAA's own 2024 Mental Health Aviation Rulemaking Committee acknowledged when it identified financial burden among the barriers airmen face. A HIMS AME can outline the specific steps a case will involve and their rough sequence, and a union assistance program can often say what the company covers. Any figure quoted without reference to a specific case should be treated sceptically.
Does the HIMS program apply to private pilots?
FAA guidance on monitoring is written about airmen generally rather than about airline crew only, and it states that an airman who requires monitoring should establish with a HIMS-trained AME. What differs for a private pilot is the absence of an employer program and a union committee in the chain, so the relationship runs between the pilot, the HIMS AME and the FAA, without the company medical department and peer structure that airline pilots have alongside them. Whether monitoring is required at all in a given case is a certification determination, and it belongs with an Aviation Medical Examiner rather than with a therapist.
What is a special issuance for a pilot?
Special issuance is the mechanism in 14 CFR 67.401 that allows pilots to be certificated where a condition would otherwise be disqualifying. The regulation provides for an Authorization for Special Issuance of a Medical Certificate, valid for a specified period, granted at the discretion of the Federal Air Surgeon, with authority also exercised by the Manager of the Aeromedical Certification Division and each Regional Flight Surgeon. A certificate issued under it expires no later than the end of the validity period or upon withdrawal of the Authorization, and the Authorization may be withdrawn where there is adverse change in the holder's medical condition or where public safety would be endangered. A holder may request a written review within sixty days of service of a withdrawal letter. For a static or nonprogressive condition, a Statement of Demonstrated Ability may be granted instead, and it does not expire.
Can I see my own therapist while I am in HIMS?
Many pilots want a private space alongside the monitored one, and wanting it is not an attempt to route around anything. What matters is understanding the boundary. Private care does not replace a required evaluation, does not satisfy any FAA condition, and does not remove a reporting obligation: the FAA's instructions for Item 19 cover visits in the last three years to listed licensed providers for treatment, examination or medical or mental evaluation, and whether a specific contact falls inside those instructions is a determination for an Aviation Medical Examiner. Before adding any provider, pilots should raise it with their HIMS AME. CEREVITY clinicians work only in the private lane, on wellbeing rather than on certification.
How does your private-pay pricing structure work?
As a private-pay concierge network, we offer structured investments in your mental health without the restrictions or privacy risks of insurance. You can review our full fee schedule and specific session lengths directly on our website. While this costs more than insurance copays, it provides the flexibility, total privacy, and highly specialized care that standard options cannot offer. View our current rates here.
How do you protect my privacy?
Privacy is foundational to our network. As a private-pay network, your sessions never appear on insurance records or EOBs that could be seen by employers, boards, or family members. We use HIPAA-compliant nationwide telehealth platforms, and you can attend sessions from anywhere with a private internet connection.
§09 / 09 / Begin
The file has a custodian. Your wellbeing needs one too.
Certification questions belong with your HIMS AME and, where you have one, your union assistance program. For the part nobody is monitoring, CEREVITY is a nationwide network of independent licensed clinicians offering confidential private-pay care across all 50 states. Call (562) 295-6650 or send a private inquiry.
Available by appointment 7 days a week, 8 AM to 8 PM (PST)§§ / Author
About Benjamin Rosen, PsyD.
Benjamin Rosen, PsyD
Dr. Rosen is a Licensed Psychologist working with high-achieving professionals across executive, entrepreneurial, legal, and medical fields. His work integrates evidence-based cognitive and psychodynamic approaches with a deep understanding of the pressures that come with sustained responsibility. He sees clients via CEREVITY's nationwide telehealth network. View full bio →
§§ / Sources
References.
- U.S. Government Publishing Office, Electronic Code of Federal Regulations. 14 CFR 67.107: Mental. 2026. ecfr.gov
- U.S. Government Publishing Office, Electronic Code of Federal Regulations. 14 CFR 67.401: Special issuance of medical certificates. 2026. ecfr.gov
- U.S. Government Publishing Office, Electronic Code of Federal Regulations. 14 CFR 61.53: Prohibition on operations during medical deficiency. 2026. ecfr.gov
- Federal Aviation Administration. Guide for Aviation Medical Examiners: Item 19, Visits to Health Professional Within Last 3 Years. 2026. faa.gov
- Federal Aviation Administration. Mental Health and Aviation Medical Clearances Aviation Rulemaking Committee Recommendation Report. 2024. faa.gov
- CEREVITY. How CEREVITY approaches this work. cerevity.com/our-approach
- CEREVITY. Payment options. cerevity.com/payment-options
- CEREVITY. Our services. cerevity.com/services
⚠ Crisis resources
If you are experiencing a mental health crisis or having thoughts of suicide, please reach out immediately. 988 Suicide & Crisis Lifeline · Call or text 988 Crisis Text Line · Text HOME to 741741 National Alliance on Mental Illness · 1-800-950-NAMI (6264)
