NVFR Circuits with a MECIR
Thread Starter
NVFR Circuits with a MECIR
Gday all,
I was just after some clarification on some recency requirements related to NVFR.
I hold a Multi Engine Command Instrument Rating, and am looking to do some night time solo circuits around moorabbin. I do not hold a NVFR rating, however do have the MECIR, at which i have flown at night.
My question first of is, am i even allowed to do night time circuits? or does the CIR only allow NVFR operations only under IFR?
Also, in terms of recency requirements for flying solo if i am indeed allowed, is the MECIR similar to the NVFR ratings recency requirements of 1 T/O and landing in the last 6 months, or is it different?
Thanks,
Mach1Muppet
I was just after some clarification on some recency requirements related to NVFR.
I hold a Multi Engine Command Instrument Rating, and am looking to do some night time solo circuits around moorabbin. I do not hold a NVFR rating, however do have the MECIR, at which i have flown at night.
My question first of is, am i even allowed to do night time circuits? or does the CIR only allow NVFR operations only under IFR?
Also, in terms of recency requirements for flying solo if i am indeed allowed, is the MECIR similar to the NVFR ratings recency requirements of 1 T/O and landing in the last 6 months, or is it different?
Thanks,
Mach1Muppet
A privilege of having an instrument is that it allows you to fly night VFR in the same class If aircraft (multi/single).
However if you only hold the instrument rating and not a seperate night VFR rating then you cannot fly night VFR if you don’t have a current IPC.
As for the currency for night VFR:
However if you only hold the instrument rating and not a seperate night VFR rating then you cannot fly night VFR if you don’t have a current IPC.
As for the currency for night VFR:
For night VFR flight CASR 61.965
The holder of a night VFR rating is authorised to exercise the privileges of the rating in an aircraft of a particular category only if the holder has, within the previous six months:- carried out the following in an aircraft of that category while controlling the aircraft:
- at least one night take-off and
- at least one night landing or
- been assessed as competent to fly at night in an aircraft of that category by a flight instructor who holds a night VFR training endorsement.
A privilege of having an instrument is that it allows you to fly night VFR in the same class If aircraft (multi/single).
However if you only hold the instrument rating and not a seperate night VFR rating then you cannot fly night VFR if you don’t have a current IPC.
As for the currency for night VFR:
However if you only hold the instrument rating and not a seperate night VFR rating then you cannot fly night VFR if you don’t have a current IPC.
As for the currency for night VFR:
For night VFR flight CASR 61.965
The holder of a night VFR rating is authorised to exercise the privileges of the rating in an aircraft of a particular category only if the holder has, within the previous six months:- carried out the following in an aircraft of that category while controlling the aircraft:
- at least one night take-off and
- at least one night landing or
- been assessed as competent to fly at night in an aircraft of that category by a flight instructor who holds a night VFR training endorsement.
Anyone speculate on what this means for the holder of an instrument rating. Presumably I would be able to blast off into the darkness even if I had not done a night takeoff or landing for a number of years (ie all IPCs being done during daylight for a number of years and all subsequent flying also having been conducted during the day). I know it would not be wise, but the law reads as if I could still conduct night VFR ops under these circumstances.
Mach1
I think you'll find that your CIR trumps a NVMC rating. Logic also agrees here. Think about it, you lob into a port in the dark, can you legally do a circling approach and land? How about a departure?
NVMC is meant to be a "poor man's IR" to get you home after last light.
I think you'll find that your CIR trumps a NVMC rating. Logic also agrees here. Think about it, you lob into a port in the dark, can you legally do a circling approach and land? How about a departure?
NVMC is meant to be a "poor man's IR" to get you home after last light.
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What it also says and has been the case for many decades is that if you operate under the supervision of a flying school you do not need any rating (either IFR or NVFR) to conduct night circuits. (para 2.3.2 refers)
The above refers to the holder of a NVFR rating, and specifies that one must have completed a night take off and landing in the previous 6 months.
Anyone speculate on what this means for the holder of an instrument rating. Presumably I would be able to blast off into the darkness even if I had not done a night takeoff or landing for a number of years (ie all IPCs being done during daylight for a number of years and all subsequent flying also having been conducted during the day). I know it would not be wise, but the law reads as if I could still conduct night VFR ops under these circumstances.
Anyone speculate on what this means for the holder of an instrument rating. Presumably I would be able to blast off into the darkness even if I had not done a night takeoff or landing for a number of years (ie all IPCs being done during daylight for a number of years and all subsequent flying also having been conducted during the day). I know it would not be wise, but the law reads as if I could still conduct night VFR ops under these circumstances.
