The beta-blocker and the expired Class 2

No. The flight cannot be made lawfully as things stand.

1. Medical validity. Her Class 2 expires at the end of 14 March. From 15 March she holds no medical certificate, and the privileges of a PPL(A) exist only while licence, ratings and medical are all valid. Feeling well, a good blood pressure reading and a GP's reassurance do not restore the certificate.
2. Change of medical status. Even before expiry, starting a beta-blocker is a change that must be assessed aeromedically. The pilot must not exercise privileges while taking medication that might affect fitness; the correct route is the AME, not the GP. The AME decides whether the medication is acceptable, whether a stabilisation period applies, and whether a limitation is added to the certificate.
3. Self-declaration does not help. A pilot medical declaration is available only in certain States and only for defined light-licence privileges; it cannot keep Class 2 privileges of a PPL alive, and it does not override an expired certificate.
4. Passenger currency is not the problem. Three take-offs and landings on the same type on 8 February satisfy the 90-day rule for 20 March. The blocker is medical, not recency.

Conclusion: cancel the booking, see an AME, and fly only once a new certificate is in her hand.

Aeromedical route.

• Book an AME appointment, taking the GP's letter, the medication name, dose and start date, and a record of home blood-pressure readings.
• If the AME is satisfied (medication accepted, condition stable, no adverse effects), the AME issues a new Class 2, possibly with a limitation such as 'valid only with medication' or a shortened validity.
• If the AME cannot decide, the file goes to the licensing authority's medical assessor. The flight waits for that answer.

Everything else.

• Destination State. A licence issued under Annex 1 is widely recognised, but recognition is not automatic: check the destination State's rules (validation, permission, or acceptance of the EASA licence) and its entry requirements before departure.
• Aircraft and insurance. Confirm the policy covers the territory and the named pilot, and that the aircraft documents are valid for the whole trip.
• Recency again. If the trip slips, remember the 90-day passenger rule runs continuously: three take-offs and landings in the same class/type must fall within the 90 days before the new date.

Note the sequencing: the medical comes first because no amount of paperwork fixes an invalid certificate.

This is not a minor administrative slip; it removes the legal basis for commanding the aircraft.

• Licence. The flight is outside the privileges of her PPL. A ramp check, a report by the destination authority, or an insurance investigation can lead to suspension or revocation and to action by the issuing State.
• Insurance. Insurers routinely decline claims where the flight was conducted without a valid medical. The passengers would then have no cover, and an injured passenger could pursue her personally for costs that third-party insurance exists to absorb.
• Destination State. A foreign authority may detain the aircraft or act against the pilot; the fact that the medical was valid a week earlier is no defence.
• Records. Her logbook would record command time she was not entitled to log, which complicates any later licence or employment application.

The judgement point: a certificate expiry date and a new prescription are the two classic triggers for 'am I still legal?' - treat both as show-stoppers until an AME says otherwise.