In other parts of the world a private pilots license doesn’t come with night flying privileges and additional training and an extra rating is required.
Great video John. Used to really enjoy night flying when I was active. Peaceful, more stable air and very pretty. It was before the days of GPS so it was mainly dead reckoning with use of VORs as backup. Amazing how much the town lights shape were useful in identifying places and moonlight on lakes was always helpful.
Learning to fly was a lifetime ambition for me and I got my PPL aged 27 back in 1988. I was pushed to go IMC, night etc but this is not why I wanted to learn how to fly. I didn’t really see the point of adding unnecessary risk to something I was doing for fun. Subsequently, i discovered 3-axis microlights and for the last 35 years I have been able to “be up there” in the most cost effective way imaginable and I still love flying. I get it why people strive to become ever more rated but some of us just enjoy being up there.
I did the same but have since discovered Gyroplanes which can fly safely in the British weather and land in any short field in an emergency. I just love my hobby. Microlights are great too.
It is absolutely essential that a a pilot can Navigate visually at night as without this skill any sort of Electrical or radio failure becomes a real emergency. As proof it can be done I have had a few students from the RAF support Helicopter world, these guys are crewmen ( not RAF pilots ) and as such they help the pilots navigate. The night visual navigation performance of these guys is astounding , they use dark turning points and half way down a leg they will update the ETA usually by seconds. Because their timekeeping is so accurate the turning point ( usually an unlit road junction) can just about be seen with the aid of moonlight or the occasional passing car. I know that the RAF has spent a lot of time and money training these guys as it is essential that a support helicopter arrives on target absolutely on time but the techniques they use are just basic DR navigation and a few tricks with mental arithmetic.
I think the night rating is great in combination with at least an IRR as some night flying demands good instrument skills. And with treacherous weather it is a great plan B in the toolbox. As you have the Garmin 430 in your panel you can help yourself with the circuit by using the OBS mode and the airport identifier as your active waypoint. Use the runway QDM. It makes it visual. Now your downwind track is the reciprocal and base is plus or minus 90 degrees. At 1500 ft passing abeam the threshold time 45 seconds corrected for wind and turn base with a 3 degrees descent (5.2 x the groundspeed). Based on a circuit not flown too wide. Judging the flare at night gets easier when including the runway edge lights in the scan. At Southend it is really hard to see the runway at night. But the lights on the tower and the tarmac are better visible.
For cameras that aren't intended for low light work, they did a fantastic job in low light. (Not so great once it got to essentially no light, but that would be asking too much!)
Flying 'in the dark' is a worthwhile upgrade for anyone who flies cross-country. Sooner or later, it will allow a pilot to safely extend that last leg or arrive later than expected. The extra training is an excellent investment! BTW finding the airport in the dark is a very common challenge. With experience we get better - looking for the clues like "A black spot," or a thin string of dim blue/green lights, electronic navaids, etc ... Enjoy the new environment!
Great video. I find this very informative to simulate the real world flying and controlling on VATSIM UK. I can see how the rating is useful. I was surprised that you couldn't see the runway. That's something simulation doesn't seem to get right. If only James May had his night rating racing a Bugatti Veyron.
I totally agree, I got mine many years ago, it is great to use locally on a clear cold night. The runway I used only had VASI's one runway, it wasnt a great problem on the reciprocal to just use the runway lights, there is a knack you get used to.
It’s a useful rating, but one that I rarely rely on. Just 8 days ago, I had to leave my plane in Blackpool and take the train back home because I was running behind schedule and the weather was closing in. I wasn’t comfortable flying at night, so I decided not to take the risk, even though I have the rating. I try to fly at night with an instructor at least once a year to keep my skills sharp, but I still don’t feel confident using it in real-life situations, just to be safe.
Total agree, we fly light aircraft without a really good auto pilot, I fly for fun, sometimes use IMC rating , but why risk your live a night in a single engine piston engine! What happens when the donkey stop?
Where available tuning the ILS/LOC and DME can help with finding the runway and general SA. If not, just the airfield as a waypoint and the runway heading set with the GPS in OBS (or equivalent) can be a big help.
I mostly use mine after an already long day of flying, just to have some more time at my destination before returning home. The few times when I actually depart from my base after dark, I prefer to fly a twin for obvious reasons. One thing I've learned the hard way, is to always use the ILS when available, even when flying VFR. Especially at airports with more than one runway.
Yes - get your night rating and slowly work your way into darker strips with minimal surrounding lighting 👍 I’ll not easily forget the challenges of learning to fly at night in Northern Canada 🇨🇦 Zero lights, Black Hole effect with nighttime approaches to short runways that did not have approach slope guidance. Quickly learned the 3/1 Rule and used Groundspeed to set a descent rate for stabilized approaches. Cheers (:
Thanks. Yes, it's rare to be flying over completely uninhabited areas over here. I fly around the outskirts of London, so everywhere is pretty much illuminated on the ground.
I would say the darker strips with no surrounding lights to be easier to spot than lighted runways with large lit roads in the vicinity! When following motorways/freeways at night, be aware of your height AGL, as it can "suck you in and down"!
@@idlewise very true, easier to spot but much more difficult to set up a stable 3 deg slope without PAPI & surrounding blackhole 🕳️ terrain. A radio altimeter can be a huge help if installed.
So beautiful to fly at night - calmer than day, little traffic to conflict and VFR compliance entails conditions that can make the flight a joy. I got my night rating at Shoreham last year and enjoyed it immensely. Thanks for sharing. Had you considered using the ILS to help with runway ID?
Hi Jon, I have found it useful to load an approach whether I am flying IFR or VRF as this will provide the extended centreline and the xtrack error on your garmin 430 will provide good SA when on downwind.
I think if you have a night flying rating it makes sense to remain current, as you just have Jon. And... it always looks pretty! Great vlog (and lesson) on a very worthwhile subject 👍🏻 👏🏻👏🏻
Great video John, I had the exact same thought and I am just doing my rating now, as to how often I'll use it, probably same just when needed, it's just nice to have it as a backup. So I'm going to continue because of this video. Thanks.
I got my night rating 6 months after getting my PPL and glad I did. Sometimes the only time I can fly is after work so being able to do a quick local VFR flight in Winter during the late afternoon does help. And it's great seeing the landscape/cities all lit up.
Enjoyed getting mine but it's been a while, going to re visit this year. Runway lights at Fenland aren't the best but they have been repaired recently, love the quiet radio at night time.
Truly is an interesting difference that the United States incorporates night flying into the private pilot license versus other countries requiring a different rating. When I was doing my private pilot here in the United States, I was required to fly at night. part 61 states that you need to do a cross country flight over 100 nautical miles total distance and 10 takeoffs and landings. It seems a bit bare bones, but those are the only things that the FAA wants to be done at night for a pilot.
Like you, I did my night rating just after my PPL and after I had converted across to the PA28. I’ve always loved flying at night and, as soon as I can I revalidate it. I normally do a day into night, departing for 30 mins GH and then returning via an instrument approach to carry out three ccts to land. I then fly nights once a month throughout the winter, Invariably, with an instrument approach. It is a worthwhile rating, it simply takes away one more thing to worry about at this time of year. And top tip for taxiing at night off the runway, look for the yellow leader lines on the runway, easier than trying to make out the taxiways through the myriad of coloured lights.
Thanks for the video. I respectfully ask all pilots to turn your strobes off until you're on the runway and then turn them off again as part of the after landing checks. They can really hurt ones eyes
I have a night rating and love it. I am based at Southend so it’s perfect as we are open until 11pm and I can use it regularly if I want to. I fly a Cirrus and trust is to look after me.
PPL H here, I would definitely recommend it. I’ve done my 10 hours of instruments and night nav. Only have my solo circuits to finish off. Being a helicopter I definitely see the benefits as we can land at private sites much easier. Essentially give you more time and less to worry about. The 10 hours of instrument flying definitely made me a better pilot.
I did my night rating a couple of years after my PPL, I think just after I did the IMC rating. I've hardly used it if I'm honest - aside for some currency flights with instructors just for fun really. I do want to get a couple of flights in this winter, especially as I've never taken the wife up at night. It's a great experience I think. I probably would use it more often if my local airfield was open later but 6pm is generally closing time.
I think that's the problem in the UK. We don't have the airfields open late enough. Understandable given the economics of it. I've not yet landed after dark at Earls Colne yet. Must be interesting trying to judge the tarmac part of the runway, presumably you have to offset your aim.
Really helpful video, I have to do my night rating as I’m doing my cpl. I’d argue it’s relatively pointless for most PPLs but if you’re a pilot who takes the occasional risk, having this extra skill set is definitely worth the investment in training.
Yes, and I think it depends where you're based, which country even, as the UK isn't particularly well suited to night flight, due to limited resources.
Big airfield lighting is bidirectional on the runway axis. That’s why you can’t see the runway lights when downwind. I see that Southend declares there is an omni directional component to the lighting, but it certainly didn’t seem to be evident.
My first solo after my night rating I flew to an away field landed then came back to base. I got a wee bit lost but nothing major on the way back and it spooked me a wee bit. Landed back in base and decided to do another circuit to try and get my confidence back. It was an uncontrolled field and I was the only one in the pattern. After landing taxied back to the runway for my circuit. Started rolling and the plane was not accelerating, wouldn't go above 40kts. Looked down and carb heat and flaps were still in landing config. Immediately pushed the carb heat and put the electric flap switch up. Should have just cut the power and stopped but instead I lifted the nose with the flaps in transit. Kept the nose as shallow as I could as the flap retraction was dumping lift. There were trees at the end of the runway so kept the nose low until I reached Vx then climbed out. Managed to get it up and away with no stall warmer going off, I was convinced I was going into the trees. After being a bit spooked on my return flight I had forgotten to do the landing checks and take off checks prior to doing the circuit so the carb heat and flaps had not been cleaned up. If I was spooked on the flight back I was even more spooked with the circuit. I haven't flown solo since
I was taught during my night training in case of a forced landing if you can’t make an airfield and can’t see a field (due to moonlight etc) then pick the widest road you can see (either because it’s lit or with car headlights). That has its pitfalls mind as many roads/motorways nowadays have no end of gantry’s, bridges and a cars etc so is not going to be pretty either way.
Night VFR is great. Especially when there’s towns and cities that, during the day, are completely uninteresting. By night, they’re astonishingly beautiful. And it’s quiet on most frequencies. I love to come home at night after some hours of flying.
My first night flight was with a friend with a PPL nearly 25 years ago. Beautiful sight, silky smooth flying, but ended several metres before the start of the runway taking out some of the lighting! This prompted me to take a night rating course starting the following day which I completed, but I have never used it. It still feels far too risky for me.
When you're picking endorsements like night flying, you have to ask yourself how well you'll be able to remain current with what you learn. Because it's one thing to be proficient, and another entirely to be current. And many skills have a lot of aspects that need near-constant reinforcement.
Don't worry about missing taxiway C, it is very hard to see at night (poorly indicated/marked, IMHO). Southend Tower must be very versed with the "clear back-track to C", we have heard it often...
Nice video. I found the other challenge was judging the flare at night as less visual cues. At bigger airports the car park lighting is the first thing I see. It’s scary when you can’t make out the runway on base isn’t it?!!!
1400 hours total time. 12 hours of night, 35 hours of instrument, 65 hours of (actual) aerobatics. Is the night qualification useful? In the UK, its main use is the first step to post-PPL learning leading into the IR(r) rather than as a qualification you'll frequently use in anger.
I'd reccommend the IRR first but certainly the Night Ratng is a useful one. I can see one getting into trouble flying night VFR without an instrument training. Flying out of Shoreham at night looking south there can be no horizion. Dark sky, dark sea and no lights are not a recepee for VFR success!
👋 it’s my 17th birthday today and from Friday I start my ppl training I’m doing my ESA PPL hopefully I’ll get to my ESA CPL in net few years so to ur question yes night flying is better to get ❤❤❤ ur Chanel
Got my night rating last year just as a necessary prerequisite to getting a multi engine instrument rating as I’ve now got my CPL MEIR. Really enjoyed the night flying though it’s a lot of fun with some lovely views. Would feel much safer in a twin at night though.
I got my night rating. Hardly ever used it. Wish I could more. No Pilot Controlled Lighting doesn't help. GA flying is so restricted here compared to the USA. Great video Jon, thanks.
You absolutely nailed the centerline on that landing! I'm based in the US so night is just a requirement for the PPL and is included. Interesting that your currency requirement is 1 T.O. & Landing, here in the US it's 3 in 90 days and must be to a full stop, which we usually use a stop & go without exiting the runway (length permitting). I've got around 400 hours at night by this point and think that being able to fly at night is essential. AOPA US has some fantastic resources around the accident rate, which sadly shows that it's still mostly pilot related and last I looked was mostly loss of control type, and unfortunately the accident fatality rate at night is higher for exactly the reason you outlined. My old IR instructor (an ex B-52 pilot) used to say that if your engine quits at night turn on your landing light to look for somewhere to land, if you don't like what you see then you may as well turn it off again.
Use the privileges of the night rating at least once a month during autumn, winter and spring. Think that also having an IR(R) definitely ads a degree of safety.
100% true re seeing the runway. But even when aligned with the runway at smaller airfields it might also be tricky or confusing. What I have learnt for myself - if you think something looks like a runway, but you aren't 100% sure, then it is definitely NOT the runway :-D
I use mine a fair amount. Especially during the winter when day trips etc are cut that much shorter by the early sunset. Lucky to have lighting at Shoreham which makes things very flexible and gives us an extra few hours to play with during the shorter months.
You're lucky to based at somewhere that is routinely open after dark. Many places just don't operate at night, so left to the biger places, Biggin, Southend, Lydd
I have the auto gear disabled for take off, but it comes on the climbout, and the light then goes out. I don't actually notice it to be honest. Probably more irritating on camera.
I use the accessibility settings on the ipad to turn the screen a red tint - to be honest, this isn't a perfect solution - I need to play with it, try using the skydemon high contrast setting.
If it makes you feel any better your ‘Mistake’ At Shoreham is commonly used. I fly a C152 from there and nearly everyone uses the small grass bit to get across to the taxiway if you’re blocked in. And I’m currently trying to get a night rating, Proving rather difficult currently with the poor weather
As you, I've passed my night rating after ppl and each year i do a few hours of nvfr just to be able to land if I'm too late one day. But I admit I don't like not to be in the vicinity of the airport. One question, what kind of mount do you use for the GoPro on the wings? It doesn't lost succion with altitude and temperature variations ? Thanks
Flying at night is magic. The weather can be challenging. Clear skies but late sunsets in the summer, early sunsets with low cloud and general unpleasantness in the winter. I had largely completed my (Canadian) VFR night rating when a major life event forced me to put it on hold. I never got back to it. I'd like to. Some day.
Returned to night currency tonight. Also got rating straight after ppl as it can "get you out of jail". Used in anger once due radio problem when departing Thruxton to land at Glocs. Hope Wellesbourne and Leicester keep night flying opportunity this season. Oxford runway diff to see until on final!
I definitely think it’s worth it here in Australia. It’s almost like a mini instrument rating. I find it takes the pressure off. If I go somewhere, I don’t have to rush to get home before last light. The risk of a forced landing is offset by the reduced risk of a mid-air collision as there is much less traffic and I will often be flying in controlled airspace whereas in the day would usually be below controlled airspace. It’s also much cooler and less turbulent at night.
I think single engine night flying obviously comes at a risk. And for me, I would hardly exercise it out of choice. Certainly nothing further than a sightseeing local flight. But the main attraction has to be for when you get caught out perhaps due to no fault of your own, resulting the end of your flight being after dusk. Then it comes in handy. Peace of mind knowing you will get to your destination.
"I think single engine night flying obviously comes at a risk." Exactly. In the event of an engine failure, you're almost always going to be out of luck. Furthermore, lighting at smaller aerodromes is really bad, and that assumes, of course, they're even open to turn the lights on. I did my night rating a few weeks after I gained my PPL and was doing IR(R), but have never used it.
Have had my night rating in OZ for close on 40 years, best investment I have ever made. Simply puts "Get home itis" to bed, once you have the rating and use it appropriately, it will change your life. Also it should make you a better pilot, it was a lot more than 5 hours when I did it. Navigating in outback OZ pre GPS was challenging, but so magical when the stars are out. 100% instrument flying when no moon when flying outside the built up areas of OZ. Just do it.
I always liked the saying about engine failures at night - "Once you get close to the ground, turn on your landing light. If you don't like what you see, turn it off again" 😂
Australia’s night rating is a bit more of a commitment: Five hours of night circuits, plus two cross country flights, at least one of which should be longer than 3 hours, and a written test, then a flight test by an examiner. All up it takes about 15 hours. Once you get away from the coast,Australia’s vast distances between towns means that there’s hardly any ground lighting. Without a visible horizon it’s almost indistinguishable from IMC. Until the 1990s the Night VFR rating was called a Class 1 Instrument Rating, and the syllabus covers GNSS, radio navaids, IFR enroute navigation, and IFR lowest safe altitude procedures even though you’re technically flying VFR. We need 3 night takeoffs and landings at night within the last 90 days to fly passengers at night privately. My NVFR rating was the “taste” that gave me the impetus for an instrument rating. It also drove aircraft upgrades; I installed an autopilot to make night and instrument flying safer. I’ve used it in anger several times. Like you, I only use it to de-stress running late (in my part of the world, it’s not unusual to get summer thunderstorms which clear up into blue skies by about 6 or 7pm, and it’s nice to know you can get home after the bad weather evaporates)
Not as simple as that. They are often uni-directional, so they don't shine sideways, or if they do, the sideways brightness is less than if lined up on final. So turning the brightness up, wouldn't help.
How incredibly strange that I see this video now. A few days ago (November 1st), just before 8PM an instructor from our flight school, took a student who less than a month ago got his PPL, for his night rating. They experienced an engine failure, and on attempting an emergency landing, struck power lines. The wing separated and the resulting spark ignited the fuel. Both of them were killed instantly and the aircraft was reduced to a literal pile of ashes. Night flying has a define element of amplified risk, especially if you encounter an emergency. I would only use it when absolutely necessary.
Interesting. Although my ppl is no longer current I had an interesting in my flying days. Firstly to understand that I can't get a night rating due to colour deficiency so therefore it was pointless forking out for the training. And, of course, we no rating and no training you take extra special care not to fly at night. UNTIL (and no this doesn't include a night flight) the weather closed in on a trip to Scotland. So a weather diversion seemed in order. The clouds were thick and hence it was quite dark (but easily VFR as they were above) and I made what I thought would be a simple diversion to Newcastle. Little do I know the effect on my runway perception of all the lights... Even if had watched this video it may have helped. Well, it was a good landing as I was able to proceed in the same plane the next day but it didn't feel comfortable. Following that I did some night training (never to get the rating of course) but sometimes events conspire to make it feel like night even when it isn't. And yes, I know now I could have asked for the lights to be dimmed but, without any training, well you just don't know.
After getting NVFR I've never used it. There are almost no possibilities in the vicinity where I can start or land at night because they simply don't have lighting, or they are closed and if they need to stay open you pay a hefty sum for especially the rescue teams that need to stay on alert. The good thing, or probably a bad thing, is that I'm legally allowed to fly with passengers at night even when I am not current, because of my IFR rating.
I'm guessing it is an artefact of compression of recording and processing on RUclips, but I assume that visiblity is much greater in real life. When you call about traffic in the area, I have never yet managed to spot the aircraft from any of your exterior views. I assume that what you are actually seeing is so much clearer.
I did my Night Rating last year, few months after PPL, and logged only few hours of flying in night after that, and actually only one flight as PIC after getting my rating. This Year I am hoping to do some flying at night, and hopefully do some XC to another airfields. Problem are the airfields I am flying from, it is only 2 days when the night flying is a case on one, and one day on another. So far the weather was prohibitive as well. What scares me in night flying is the fact that in case of engine failure, you need to land at dark spot. In US pilots are trained to land on highway if there is one in gliding distance, but here in UK, highways are apparently not suitable for that. Still, landing in the dark spot logically sounds like worse idea.
I obtained a PPL in 1984 and went on to obtain an IMC rating, something I think is much more useful with UK weather what it is. I share your concerns flying with a single engine at night.
Flying at night in a single, as with flying outside of gliding range of the beach over water, falls firmly into the "bold" category. It's worth it in case you're landing after dusk. Since when did Shoreham require a radio-call to start a engine?
CAA as well haven't got a clue. Now need the 5 hours done in 6 months. Quite a few night ratings i have taught were over 2 winters due to the crap UK weather on the chosen 1 night a week airfield stays open.
I did my night rating as soon as I finished my PPL because I thought it might be handy - plus it's good fun landing in the dark when the runway lights at your home aerodrome are marginally better than candles ! lol I quickly realised that flying at night in a SEP with no chute was a risk too far for me so I have hardly used it. Question to instructor - what do I do if the engine quits at night. Answer - aim for somewhere black and when low to the ground, switch the landing light on. If you don't like what you see, switch it off again
I got my night rating many years ago at Biggin Hill in the days before GPS arrived for my first lesson the instructor said take me to Southend I'd never been to Southend before and never flown at night all I said was they've got an NDB at Southend haven't they he said yes I thought this was strange anyway we got to Southend OK and back to Biggin Hill ok he just said you're all right. It turns out it was a test to see if I could navigate at night.
Single engine failure at night: "Descend into the dark bits and at around 100' turn the landing light on, and if you like what you see, land." "What if I don't like what I see?" "Turn the light off...". In seriousness, and genuinely curious: Southend implicitly offered a traffic service, why did you turn that down?
Do you carry a red light headlamp in case of electrical failure? I don't stay current on my night flying. I won't fly at night but really want too. Especially when I see the beautiful footage. Single piston engine keeps me flying in the daylight. But I agree as a matter of safety we should all stay current and proficient. Great content as always! 🛩
What on earth is all that tilted 'view/mush' at the top of the screen. It looks a bit like the sort of thing you would get from a widescreen mirror, but is it helpful?
It’s just the sun visor, like you’d have in a car. It’s tilted up because obviously not required at night. It’s like a perfex, see through tinted material, which is why it’s reflecting the lights at night.
First ! My teenage son is just finishing his PPL and is thinking of flight as a career. Is there any way to have a chat with you and pick your brains on ratings etc? General outlook? Thanks.
If you son wants to do this as a career I would get his night rating as soon as possible, after this he should gain his ATPLs, then CPL, ME, then IR, UPRT and MCC
night rating is required for issue of a CPL... makes sense to do it after a PPL, even if only for confidence building... its a nice little course. I rarely use mine in anger and certainly wouldnt take (non pilot) pax at night
With a single engine plane flying at night, wouldn't it be wise to get as much altitude as you can as quickly as you can so that you can land safely at an airport with an engine failure?
Only 5 hours to get the rating? In Canada it's much more. 5 hours dual, 5 hours solo, 10 hours instrument (in addition to PPL) 2 hours of xcountry and 10 solo night take-off, landings. So all added up, that's 15 with an instructor and 5 solo under supervision.
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Night rating? *confused in American*
In other parts of the world a private pilots license doesn’t come with night flying privileges and additional training and an extra rating is required.
Great video John. Used to really enjoy night flying when I was active. Peaceful, more stable air and very pretty. It was before the days of GPS so it was mainly dead reckoning with use of VORs as backup. Amazing how much the town lights shape were useful in identifying places and moonlight on lakes was always helpful.
Learning to fly was a lifetime ambition for me and I got my PPL aged 27 back in 1988. I was pushed to go IMC, night etc but this is not why I wanted to learn how to fly. I didn’t really see the point of adding unnecessary risk to something I was doing for fun. Subsequently, i discovered 3-axis microlights and for the last 35 years I have been able to “be up there” in the most cost effective way imaginable and I still love flying. I get it why people strive to become ever more rated but some of us just enjoy being up there.
I did the same but have since discovered Gyroplanes which can fly safely in the British weather and land in any short field in an emergency. I just love my hobby. Microlights are great too.
Same here. John's video just reinforces for me that I don't need it 👍
Love the air traffic controller, what a guy. So clear and helpful.
Couldn’t agree more!
I once came so close to breaking the night time rule, I decided to gain my night rating if not only for my and any passengers’ safety.
It looks like hard work that Jon. Well done with the flight. 👌
It is absolutely essential that a a pilot can Navigate visually at night as without this skill any sort of Electrical or radio failure becomes a real emergency. As proof it can be done I have had a few students from the RAF support Helicopter world, these guys are crewmen ( not RAF pilots ) and as such they help the pilots navigate. The night visual navigation performance of these guys is astounding , they use dark turning points and half way down a leg they will update the ETA usually by seconds. Because their timekeeping is so accurate the turning point ( usually an unlit road junction) can just about be seen with the aid of moonlight or the occasional passing car. I know that the RAF has spent a lot of time and money training these guys as it is essential that a support helicopter arrives on target absolutely on time but the techniques they use are just basic DR navigation and a few tricks with mental arithmetic.
Great tips there, thanks!
I think the night rating is great in combination with at least an IRR as some night flying demands good instrument skills. And with treacherous weather it is a great plan B in the toolbox.
As you have the Garmin 430 in your panel you can help yourself with the circuit by using the OBS mode and the airport identifier as your active waypoint. Use the runway QDM. It makes it visual. Now your downwind track is the reciprocal and base is plus or minus 90 degrees. At 1500 ft passing abeam the threshold time 45 seconds corrected for wind and turn base with a 3 degrees descent (5.2 x the groundspeed). Based on a circuit not flown too wide.
Judging the flare at night gets easier when including the runway edge lights in the scan.
At Southend it is really hard to see the runway at night. But the lights on the tower and the tarmac are better visible.
Great video! The night rating sounds like a valuable skill for any pilot to have, especially for those looking to expand their flying abilities.
For cameras that aren't intended for low light work, they did a fantastic job in low light. (Not so great once it got to essentially no light, but that would be asking too much!)
I love flying in a moonlit night through the snow-capped Alps in Switzerland
Flying 'in the dark' is a worthwhile upgrade for anyone who flies cross-country. Sooner or later, it will allow a pilot to safely extend that last leg or arrive later than expected. The extra training is an excellent investment! BTW finding the airport in the dark is a very common challenge. With experience we get better - looking for the clues like "A black spot," or a thin string of dim blue/green lights, electronic navaids, etc ... Enjoy the new environment!
Thanks.
"later than expected"? I hope you mean you have already planned this as a contingency and not something which crept up on you.
Great video. I find this very informative to simulate the real world flying and controlling on VATSIM UK. I can see how the rating is useful. I was surprised that you couldn't see the runway. That's something simulation doesn't seem to get right. If only James May had his night rating racing a Bugatti Veyron.
I totally agree, I got mine many years ago, it is great to use locally on a clear cold night. The runway I used only had VASI's one runway, it wasnt a great problem on the reciprocal to just use the runway lights, there is a knack you get used to.
It’s a useful rating, but one that I rarely rely on. Just 8 days ago, I had to leave my plane in Blackpool and take the train back home because I was running behind schedule and the weather was closing in. I wasn’t comfortable flying at night, so I decided not to take the risk, even though I have the rating. I try to fly at night with an instructor at least once a year to keep my skills sharp, but I still don’t feel confident using it in real-life situations, just to be safe.
Total agree, we fly light aircraft without a really good auto pilot, I fly for fun, sometimes use IMC rating , but why risk your live a night in a single engine piston engine! What happens when the donkey stop?
Where available tuning the ILS/LOC and DME can help with finding the runway and general SA. If not, just the airfield as a waypoint and the runway heading set with the GPS in OBS (or equivalent) can be a big help.
I did mine 36 years ago and worth every penny plus will keep you legal if you are late in Winter.
I mostly use mine after an already long day of flying, just to have some more time at my destination before returning home. The few times when I actually depart from my base after dark, I prefer to fly a twin for obvious reasons.
One thing I've learned the hard way, is to always use the ILS when available, even when flying VFR. Especially at airports with more than one runway.
Thanks for the information as always Jon, l truly appreciate your efforts.
Amazing video. Thank you for taking us along on such a beautiful night flight 👍
Pleasure, thanks for watching.
Yes - get your night rating and slowly work your way into darker strips with minimal surrounding lighting 👍
I’ll not easily forget the challenges of learning to fly at night in Northern Canada 🇨🇦 Zero lights, Black Hole effect with nighttime approaches to short runways that did not have approach slope guidance.
Quickly learned the 3/1 Rule and used Groundspeed to set a descent rate for stabilized approaches.
Cheers (:
Thanks. Yes, it's rare to be flying over completely uninhabited areas over here. I fly around the outskirts of London, so everywhere is pretty much illuminated on the ground.
I would say the darker strips with no surrounding lights to be easier to spot than lighted runways with large lit roads in the vicinity! When following motorways/freeways at night, be aware of your height AGL, as it can "suck you in and down"!
@@idlewise very true, easier to spot but much more difficult to set up a stable 3 deg slope without PAPI & surrounding blackhole 🕳️ terrain. A radio altimeter can be a huge help if installed.
So beautiful to fly at night - calmer than day, little traffic to conflict and VFR compliance entails conditions that can make the flight a joy. I got my night rating at Shoreham last year and enjoyed it immensely. Thanks for sharing. Had you considered using the ILS to help with runway ID?
Great video, really enjoyed it.
Hi Jon, I have found it useful to load an approach whether I am flying IFR or VRF as this will provide the extended centreline and the xtrack error on your garmin 430 will provide good SA when on downwind.
I think if you have a night flying rating it makes sense to remain current, as you just have Jon. And... it always looks pretty!
Great vlog (and lesson) on a very worthwhile subject 👍🏻 👏🏻👏🏻
Great video John, I had the exact same thought and I am just doing my rating now, as to how often I'll use it, probably same just when needed, it's just nice to have it as a backup. So I'm going to continue because of this video. Thanks.
Great, thanks Iain.
I got my night rating 6 months after getting my PPL and glad I did. Sometimes the only time I can fly is after work so being able to do a quick local VFR flight in Winter during the late afternoon does help. And it's great seeing the landscape/cities all lit up.
It certainly is Phil.
Enjoyed getting mine but it's been a while, going to re visit this year. Runway lights at Fenland aren't the best but they have been repaired recently, love the quiet radio at night time.
And the still air, often.
Truly is an interesting difference that the United States incorporates night flying into the private pilot license versus other countries requiring a different rating. When I was doing my private pilot here in the United States, I was required to fly at night. part 61 states that you need to do a cross country flight over 100 nautical miles total distance and 10 takeoffs and landings. It seems a bit bare bones, but those are the only things that the FAA wants to be done at night for a pilot.
Yes, really interesting to note the international differences on this one.
Very few places to go at night, but for just 5 hours well worth the effort to sharpen up skills, as well as a useful stepping stone to IRR.
Yes, Lenny, that's a good point too.
Like you, I did my night rating just after my PPL and after I had converted across to the PA28. I’ve always loved flying at night and, as soon as I can I revalidate it. I normally do a day into night, departing for 30 mins GH and then returning via an instrument approach to carry out three ccts to land. I then fly nights once a month throughout the winter, Invariably, with an instrument approach. It is a worthwhile rating, it simply takes away one more thing to worry about at this time of year.
And top tip for taxiing at night off the runway, look for the yellow leader lines on the runway, easier than trying to make out the taxiways through the myriad of coloured lights.
Thanks Andy.
Thanks for the video. I respectfully ask all pilots to turn your strobes off until you're on the runway and then turn them off again as part of the after landing checks. They can really hurt ones eyes
I have a night rating and love it. I am based at Southend so it’s perfect as we are open until 11pm and I can use it regularly if I want to. I fly a Cirrus and trust is to look after me.
Perfect!
PPL(H) here - for me it would be not 5 hours but 15, lot of instrument work. You’ve made me think about how useful it would be, thanks.
PPL H here, I would definitely recommend it. I’ve done my 10 hours of instruments and night nav. Only have my solo circuits to finish off.
Being a helicopter I definitely see the benefits as we can land at private sites much easier. Essentially give you more time and less to worry about.
The 10 hours of instrument flying definitely made me a better pilot.
@ they’d have to be quite well-lit private sites? Thanks for the feedback.
@@Steeyuv oh yes, definitely! 👍 Golf courses/hotels/pubs etc etc
On a similar daytime flight direction Gatwick was hidden in a cloud shadow. I have a feeling that at night that would have been no problem
I did my night rating a couple of years after my PPL, I think just after I did the IMC rating. I've hardly used it if I'm honest - aside for some currency flights with instructors just for fun really. I do want to get a couple of flights in this winter, especially as I've never taken the wife up at night. It's a great experience I think. I probably would use it more often if my local airfield was open later but 6pm is generally closing time.
I think that's the problem in the UK. We don't have the airfields open late enough. Understandable given the economics of it. I've not yet landed after dark at Earls Colne yet. Must be interesting trying to judge the tarmac part of the runway, presumably you have to offset your aim.
Really helpful video, I have to do my night rating as I’m doing my cpl. I’d argue it’s relatively pointless for most PPLs but if you’re a pilot who takes the occasional risk, having this extra skill set is definitely worth the investment in training.
Yes, and I think it depends where you're based, which country even, as the UK isn't particularly well suited to night flight, due to limited resources.
Big airfield lighting is bidirectional on the runway axis. That’s why you can’t see the runway lights when downwind. I see that Southend declares there is an omni directional component to the lighting, but it certainly didn’t seem to be evident.
My first solo after my night rating I flew to an away field landed then came back to base. I got a wee bit lost but nothing major on the way back and it spooked me a wee bit. Landed back in base and decided to do another circuit to try and get my confidence back. It was an uncontrolled field and I was the only one in the pattern. After landing taxied back to the runway for my circuit. Started rolling and the plane was not accelerating, wouldn't go above 40kts. Looked down and carb heat and flaps were still in landing config. Immediately pushed the carb heat and put the electric flap switch up. Should have just cut the power and stopped but instead I lifted the nose with the flaps in transit. Kept the nose as shallow as I could as the flap retraction was dumping lift. There were trees at the end of the runway so kept the nose low until I reached Vx then climbed out. Managed to get it up and away with no stall warmer going off, I was convinced I was going into the trees. After being a bit spooked on my return flight I had forgotten to do the landing checks and take off checks prior to doing the circuit so the carb heat and flaps had not been cleaned up. If I was spooked on the flight back I was even more spooked with the circuit. I haven't flown solo since
I am not used to wake up early to fly. The result that my night rating is very useful to come back to my airfield the night after a good dinner !😅
I was taught during my night training in case of a forced landing if you can’t make an airfield and can’t see a field (due to moonlight etc) then pick the widest road you can see (either because it’s lit or with car headlights). That has its pitfalls mind as many roads/motorways nowadays have no end of gantry’s, bridges and a cars etc so is not going to be pretty either way.
Night VFR is great. Especially when there’s towns and cities that, during the day, are completely uninteresting. By night, they’re astonishingly beautiful. And it’s quiet on most frequencies. I love to come home at night after some hours of flying.
It's certainly an experience.
Really helpful video. Thank you for sharing. I think I will get mine done.
Thanks Roger. It's a useful rating to have, just in case.
My first night flight was with a friend with a PPL nearly 25 years ago. Beautiful sight, silky smooth flying, but ended several metres before the start of the runway taking out some of the lighting! This prompted me to take a night rating course starting the following day which I completed, but I have never used it. It still feels far too risky for me.
Well done Captain!!
When you're picking endorsements like night flying, you have to ask yourself how well you'll be able to remain current with what you learn. Because it's one thing to be proficient, and another entirely to be current. And many skills have a lot of aspects that need near-constant reinforcement.
Don't worry about missing taxiway C, it is very hard to see at night (poorly indicated/marked, IMHO). Southend Tower must be very versed with the "clear back-track to C", we have heard it often...
Thanks. I was just approaching it as they said, and scrabbling with the taxi plate on the ipad, which had reverted to Shoreham, not Southend!
Nice video. I found the other challenge was judging the flare at night as less visual cues.
At bigger airports the car park lighting is the first thing I see. It’s scary when you can’t make out the runway on base isn’t it?!!!
It certainly crept up on me, and I was looking in the wrong place - because of that illusion. It appeared closer to me than I was expecting.
1400 hours total time. 12 hours of night, 35 hours of instrument, 65 hours of (actual) aerobatics. Is the night qualification useful? In the UK, its main use is the first step to post-PPL learning leading into the IR(r) rather than as a qualification you'll frequently use in anger.
I'd reccommend the IRR first but certainly the Night Ratng is a useful one. I can see one getting into trouble flying night VFR without an instrument training. Flying out of Shoreham at night looking south there can be no horizion. Dark sky, dark sea and no lights are not a recepee for VFR success!
I agree I had a PPL IR SE for ten years but never flew at night except for occasional trips with my IR instructor to keep my eye in.
👋 it’s my 17th birthday today and from Friday I start my ppl training I’m doing my ESA PPL hopefully I’ll get to my ESA CPL in net few years so to ur question yes night flying is better to get ❤❤❤ ur Chanel
Got my night rating last year just as a necessary prerequisite to getting a multi engine instrument rating as I’ve now got my CPL MEIR. Really enjoyed the night flying though it’s a lot of fun with some lovely views. Would feel much safer in a twin at night though.
I think we'd all feel safer in a twin!
I got my night rating. Hardly ever used it. Wish I could more. No Pilot Controlled Lighting doesn't help. GA flying is so restricted here compared to the USA. Great video Jon, thanks.
Thanks Charlie.
You absolutely nailed the centerline on that landing!
I'm based in the US so night is just a requirement for the PPL and is included. Interesting that your currency requirement is 1 T.O. & Landing, here in the US it's 3 in 90 days and must be to a full stop, which we usually use a stop & go without exiting the runway (length permitting). I've got around 400 hours at night by this point and think that being able to fly at night is essential. AOPA US has some fantastic resources around the accident rate, which sadly shows that it's still mostly pilot related and last I looked was mostly loss of control type, and unfortunately the accident fatality rate at night is higher for exactly the reason you outlined. My old IR instructor (an ex B-52 pilot) used to say that if your engine quits at night turn on your landing light to look for somewhere to land, if you don't like what you see then you may as well turn it off again.
Thanks - yes, that saying was said to me during my night training. It is a daunting prospect. Interesting about the currency differences.
Use the privileges of the night rating at least once a month during autumn, winter and spring. Think that also having an IR(R) definitely ads a degree of safety.
As a night instructor, I would say yes.
100% true re seeing the runway. But even when aligned with the runway at smaller airfields it might also be tricky or confusing. What I have learnt for myself - if you think something looks like a runway, but you aren't 100% sure, then it is definitely NOT the runway :-D
I use mine a fair amount. Especially during the winter when day trips etc are cut that much shorter by the early sunset. Lucky to have lighting at Shoreham which makes things very flexible and gives us an extra few hours to play with during the shorter months.
You're lucky to based at somewhere that is routinely open after dark. Many places just don't operate at night, so left to the biger places, Biggin, Southend, Lydd
@6:00 I would be very irritated by the auto-gear extend light flashing, especially at night!
I have the auto gear disabled for take off, but it comes on the climbout, and the light then goes out. I don't actually notice it to be honest. Probably more irritating on camera.
John, thanks for this excelent video ... as usual !
Can you share with us the display setting you're using at night for Skydemon and your iPad ?
I use the accessibility settings on the ipad to turn the screen a red tint - to be honest, this isn't a perfect solution - I need to play with it, try using the skydemon high contrast setting.
@@TheFlyingReporter Thanks !
If it makes you feel any better your ‘Mistake’ At Shoreham is commonly used. I fly a C152 from there and nearly everyone uses the small grass bit to get across to the taxiway if you’re blocked in.
And I’m currently trying to get a night rating, Proving rather difficult currently with the poor weather
Enjoyed that, Jon! More night flying please!
Haha, thanks Darren.
As you, I've passed my night rating after ppl and each year i do a few hours of nvfr just to be able to land if I'm too late one day. But I admit I don't like not to be in the vicinity of the airport.
One question, what kind of mount do you use for the GoPro on the wings? It doesn't lost succion with altitude and temperature variations ?
Thanks
Flying at night is magic. The weather can be challenging. Clear skies but late sunsets in the summer, early sunsets with low cloud and general unpleasantness in the winter. I had largely completed my (Canadian) VFR night rating when a major life event forced me to put it on hold. I never got back to it. I'd like to. Some day.
You must. I think on balance it's worth having in the toolbox.
Returned to night currency tonight. Also got rating straight after ppl as it can "get you out of jail". Used in anger once due radio problem when departing Thruxton to land at Glocs. Hope Wellesbourne and Leicester keep night flying opportunity this season. Oxford runway diff to see until on final!
Well done Allan.
I definitely think it’s worth it here in Australia. It’s almost like a mini instrument rating. I find it takes the pressure off. If I go somewhere, I don’t have to rush to get home before last light. The risk of a forced landing is offset by the reduced risk of a mid-air collision as there is much less traffic and I will often be flying in controlled airspace whereas in the day would usually be below controlled airspace. It’s also much cooler and less turbulent at night.
There are many reasons to like flying at night, for sure. Thanks Jeremy.
You should pay a visit to Swansea airport recently under new leaseholders improved massively
I should be starting a PPL soon, based in Prestwick, with ambitions to get night and instrument qualified... just because it looks fun
It'll certainly make you a more proficient pilot.
I think single engine night flying obviously comes at a risk. And for me, I would hardly exercise it out of choice. Certainly nothing further than a sightseeing local flight. But the main attraction has to be for when you get caught out perhaps due to no fault of your own, resulting the end of your flight being after dusk. Then it comes in handy. Peace of mind knowing you will get to your destination.
"I think single engine night flying obviously comes at a risk."
Exactly. In the event of an engine failure, you're almost always going to be out of luck.
Furthermore, lighting at smaller aerodromes is really bad, and that assumes, of course, they're even open to turn the lights on.
I did my night rating a few weeks after I gained my PPL and was doing IR(R), but have never used it.
Have had my night rating in OZ for close on 40 years, best investment I have ever made. Simply puts "Get home itis" to bed, once you have the rating and use it appropriately, it will change your life. Also it should make you a better pilot, it was a lot more than 5 hours when I did it. Navigating in outback OZ pre GPS was challenging, but so magical when the stars are out. 100% instrument flying when no moon when flying outside the built up areas of OZ. Just do it.
Gosh, I bet in the outback, there's not a lot of dead reckoning you can do. given lack of ground lighting features?
I always liked the saying about engine failures at night - "Once you get close to the ground, turn on your landing light. If you don't like what you see, turn it off again" 😂
Australia’s night rating is a bit more of a commitment: Five hours of night circuits, plus two cross country flights, at least one of which should be longer than 3 hours, and a written test, then a flight test by an examiner. All up it takes about 15 hours.
Once you get away from the coast,Australia’s vast distances between towns means that there’s hardly any ground lighting. Without a visible horizon it’s almost indistinguishable from IMC. Until the 1990s the Night VFR rating was called a Class 1 Instrument Rating, and the syllabus covers GNSS, radio navaids, IFR enroute navigation, and IFR lowest safe altitude procedures even though you’re technically flying VFR.
We need 3 night takeoffs and landings at night within the last 90 days to fly passengers at night privately.
My NVFR rating was the “taste” that gave me the impetus for an instrument rating. It also drove aircraft upgrades; I installed an autopilot to make night and instrument flying safer.
I’ve used it in anger several times. Like you, I only use it to de-stress running late (in my part of the world, it’s not unusual to get summer thunderstorms which clear up into blue skies by about 6 or 7pm, and it’s nice to know you can get home after the bad weather evaporates)
Class 4 not Class 1
@ Thank you!
You can ask ATC to turn up the runway lights for you. That isn't their maximum brightness. Don't be afraid to ask. :)
Not as simple as that. They are often uni-directional, so they don't shine sideways, or if they do, the sideways brightness is less than if lined up on final. So turning the brightness up, wouldn't help.
How incredibly strange that I see this video now. A few days ago (November 1st), just before 8PM an instructor from our flight school, took a student who less than a month ago got his PPL, for his night rating. They experienced an engine failure, and on attempting an emergency landing, struck power lines. The wing separated and the resulting spark ignited the fuel. Both of them were killed instantly and the aircraft was reduced to a literal pile of ashes. Night flying has a define element of amplified risk, especially if you encounter an emergency. I would only use it when absolutely necessary.
I'm sorry to hear about this. Sadly, fatal crashes occur both by day and night of course. Most of them by day.
Interesting. Although my ppl is no longer current I had an interesting in my flying days. Firstly to understand that I can't get a night rating due to colour deficiency so therefore it was pointless forking out for the training. And, of course, we no rating and no training you take extra special care not to fly at night. UNTIL (and no this doesn't include a night flight) the weather closed in on a trip to Scotland. So a weather diversion seemed in order. The clouds were thick and hence it was quite dark (but easily VFR as they were above) and I made what I thought would be a simple diversion to Newcastle. Little do I know the effect on my runway perception of all the lights... Even if had watched this video it may have helped. Well, it was a good landing as I was able to proceed in the same plane the next day but it didn't feel comfortable. Following that I did some night training (never to get the rating of course) but sometimes events conspire to make it feel like night even when it isn't. And yes, I know now I could have asked for the lights to be dimmed but, without any training, well you just don't know.
After getting NVFR I've never used it. There are almost no possibilities in the vicinity where I can start or land at night because they simply don't have lighting, or they are closed and if they need to stay open you pay a hefty sum for especially the rescue teams that need to stay on alert.
The good thing, or probably a bad thing, is that I'm legally allowed to fly with passengers at night even when I am not current, because of my IFR rating.
Is that in the UK? IR rating, or UK IMC/IRR?
@@TheFlyingReporter In Hungary, full IR
I'm guessing it is an artefact of compression of recording and processing on RUclips, but I assume that visiblity is much greater in real life. When you call about traffic in the area, I have never yet managed to spot the aircraft from any of your exterior views. I assume that what you are actually seeing is so much clearer.
These lenses are extremely wide angle, and so very different from what the eye sees.
I did my Night Rating last year, few months after PPL, and logged only few hours of flying in night after that, and actually only one flight as PIC after getting my rating. This Year I am hoping to do some flying at night, and hopefully do some XC to another airfields. Problem are the airfields I am flying from, it is only 2 days when the night flying is a case on one, and one day on another. So far the weather was prohibitive as well. What scares me in night flying is the fact that in case of engine failure, you need to land at dark spot. In US pilots are trained to land on highway if there is one in gliding distance, but here in UK, highways are apparently not suitable for that. Still, landing in the dark spot logically sounds like worse idea.
That's the problem. The Uk doesn't have many airfield options for this for GA.
Very nice upload.
I obtained a PPL in 1984 and went on to obtain an IMC rating, something I think is much more useful with UK weather what it is. I share your concerns flying with a single engine at night.
I don't know how I'd manage, being a VFR only pilot. Would certainly limit the number of days I fly for sure.
Really good video, thanks again.
Pleasure, John, thanks for watching.
Flying at night in a single, as with flying outside of gliding range of the beach over water, falls firmly into the "bold" category. It's worth it in case you're landing after dusk. Since when did Shoreham require a radio-call to start a engine?
CAA as well haven't got a clue. Now need the 5 hours done in 6 months. Quite a few night ratings i have taught were over 2 winters due to the crap UK weather on the chosen 1 night a week airfield stays open.
Used to be years ago to have done extra 2 hours instrument above the 4 on the old PPL course. At night you can easily run into cloud or snow storms.
It helps if your base airfield has lights. If not, don’t bother with a night rating.
I'd love a similar video ref IR(R)
I did my night rating as soon as I finished my PPL because I thought it might be handy - plus it's good fun landing in the dark when the runway lights at your home aerodrome are marginally better than candles ! lol
I quickly realised that flying at night in a SEP with no chute was a risk too far for me so I have hardly used it.
Question to instructor - what do I do if the engine quits at night. Answer - aim for somewhere black and when low to the ground, switch the landing light on. If you don't like what you see, switch it off again
I got my night rating many years ago at Biggin Hill in the days before GPS arrived for my first lesson the instructor said take me to Southend I'd never been to Southend before and never flown at night all I said was they've got an NDB at Southend haven't they he said yes I thought this was strange anyway we got to Southend OK and back to Biggin Hill ok he just said you're all right.
It turns out it was a test to see if I could navigate at night.
I went to southend during my night training, I couldn't see the runway then, and again, couldn't find it on this flight!
Single engine failure at night: "Descend into the dark bits and at around 100' turn the landing light on, and if you like what you see, land." "What if I don't like what I see?" "Turn the light off...". In seriousness, and genuinely curious: Southend implicitly offered a traffic service, why did you turn that down?
Just chose not to Nigel. Quiet skies, I'm 2 minutes from controlled airspace. I took the risk on those 2 minutes or so.
Thanks.
Do you carry a red light headlamp in case of electrical failure? I don't stay current on my night flying. I won't fly at night but really want too. Especially when I see the beautiful footage. Single piston engine keeps me flying in the daylight. But I agree as a matter of safety we should all stay current and proficient. Great content as always! 🛩
Yes
What on earth is all that tilted 'view/mush' at the top of the screen. It looks a bit like the sort of thing you would get from a widescreen mirror, but is it helpful?
It’s just the sun visor, like you’d have in a car. It’s tilted up because obviously not required at night. It’s like a perfex, see through tinted material, which is why it’s reflecting the lights at night.
First ! My teenage son is just finishing his PPL and is thinking of flight as a career. Is there any way to have a chat with you and pick your brains on ratings etc? General outlook? Thanks.
If you son wants to do this as a career I would get his night rating as soon as possible, after this he should gain his ATPLs, then CPL, ME, then IR, UPRT and MCC
night rating is required for issue of a CPL... makes sense to do it after a PPL, even if only for confidence building... its a nice little course. I rarely use mine in anger and certainly wouldnt take (non pilot) pax at night
Do you need a night rating of you have an instrument rating?
With a single engine plane flying at night, wouldn't it be wise to get as much altitude as you can as quickly as you can so that you can land safely at an airport with an engine failure?
How about demonstrating a PFL, that would make things a bit more interesting
Regarding not being able to spot the runway, would asking the tower to flash the lights help?
I don't think I'd see them flashing, on base, or downwind due to them being unidirectional. I knew I was going to see it eventually!
Beautiful ❤
Since 2013 - about 6 hours total after obtaining the night rating. So really not a lot. Need to get flying at night again.
I think that's pretty normal. I don't know if you're in the UK, but not many opportunities to use it really.
@@TheFlyingReporter In Denmark - Similar weather I think. I had only great flights in the dark so actually a little surprised I don't use it a lot.
I would’ve gave those windshields a clean! Haha ;)
I m terrify in case of engine failure during flight night, the same during flight above the sea on day...
Pukka landing.
I find the 'Make Approach' function on SD is really helpful for originating cct pattern at night.
Tally ho!
Only 5 hours to get the rating? In Canada it's much more. 5 hours dual, 5 hours solo, 10 hours instrument (in addition to PPL) 2 hours of xcountry and 10 solo night take-off, landings. So all added up, that's 15 with an instructor and 5 solo under supervision.
Really interesting that different countries have very different approaches to this.