182 crashed into trees at Porepunkah
When I did the NVFR it was often remarked it should have remained named as a Class 4 IR to stress the instrument flying skills required. Rather than to allude its somehow more related to VFR flying, yes you are required to remain in VMC, but it's definitely more related to instrument flying than day VFR. They should just ditch NVFR and merge it into PIFR with night privileges.
The following 2 users liked this post by 43Inches:
What you forget is that too many guys went to Oshkosh and got an FAA licence (certificate) and when asked if they had an instrument rating they said 'Yep, a Class 4 instrument rating'. So the FAA man duly stamped their FAA licence/certificate as having an instrument rating.
So in time the Australian regulator of the day opted to rename the ticket as a NVFR rating.
So in time the Australian regulator of the day opted to rename the ticket as a NVFR rating.
So Aussie Bob can you log IF when NVFR?
so you’re at 8000’ agl black dark night. NVFR rules. No moon. No horizon. High cirrus. No stars. In your 5 o’clock you can see the point of light of a farmhouse 20nm+ away. Nothing else, just inky blackness outside.
You suddenly see the glow of a cloud bank in your lights. It’s altostratus as forecast and you descend 500’ to remain clear of it. Still no visual clues available for piloting the aircraft. You don’t enter the cloud. Your passenger behind you can see the farmhouse light behind continuously should she be looking that way.
You suddenly see the glow of a cloud bank in your lights. It’s altostratus as forecast and you descend 500’ to remain clear of it. Still no visual clues available for piloting the aircraft. You don’t enter the cloud. Your passenger behind you can see the farmhouse light behind continuously should she be looking that way.
The 182/206 issue started with dodgy flush mounted fuel caps that have now been mostly replaced by caps on a raised edge. If water is suspected, the entire rock wings, lower tail process needs repeating several times.
[QUOTE]So Aussie Bob can you log IF when NVFR[/QUOTE
Moronic 😀
The question is, can a competent and current NVFR pilot climb to LSALT on instruments within a 3 NM radius of the departure airport? We are assuming the instruments are all serviceable and the pilot has a failure plan. Nope you cant log it IF either.
Now, if the pilot while glancing outside notes a distinct and clear horizon while climbing, can he use that as well?
Personally, I would say that if they can’t they are not fit to hold the rating.
[QUOTE]So Aussie Bob can you log IF when NVFR[/QUOTE
Moronic 😀
The question is, can a competent and current NVFR pilot climb to LSALT on instruments within a 3 NM radius of the departure airport? We are assuming the instruments are all serviceable and the pilot has a failure plan. Nope you cant log it IF either.
Now, if the pilot while glancing outside notes a distinct and clear horizon while climbing, can he use that as well?
Personally, I would say that if they can’t they are not fit to hold the rating.
Correct you can’t log IF when inside on instruments on climb to the LSALT.
But what of my scenario above? Is it IF? The CASR changes have an interesting anomaly….
did anyone here say he shouldn’t use the horizon in your scenario?
But what of my scenario above? Is it IF? The CASR changes have an interesting anomaly….
Now, if the pilot while glancing outside notes a distinct and clear horizon while climbing, can he use that as well?
But what of my scenario above? Is it IF? The CASR changes have an interesting anomaly….
No, no-one here said the horizon shouldn't be used but some seemed to state that it doesn't exist ....
I think everybody here knows that the rating has very limited appeal or practicality, but a flight over a city at night is great and this allows it. Also pre dawn departures are high on some touring pilots minds, as is arrival at or just beyond last light. It was once a requirement for a CPL and Aussies converting their CPL to an FAA version without an IFR must get it, (so I am told).
My reading of the new regs is that - for that scenario - whether it can be logged depends on your licence type, what ratings you have, the type of airspace you are in, and how high you are off the ground.
All night departures are done using instruments, but the pilot has to remain in VMC at all times, therefore IF time is not logged.
Night rating is good to have for reasons mentioned above. In my opinion, 2-3 hours of Night flying during Instrument rating training (CIR/PIFR) is not sufficient to conduct night flying. Freshly minted IFR pilots without extensive night training will confirm that.
Interestingly, the engine splutters, aircraft crashes without fuel burn (nor explosion), yet illusions associated with Instrument conditions are to blame?
Thread Starter
Bosi72, not all aircraft explode and burn on impact like in the movies!
Short of someone draining fuel from this aircraft, he would be pretty unlucky to have run out of field some 800 metres off the end of the runway!
Short of someone draining fuel from this aircraft, he would be pretty unlucky to have run out of field some 800 metres off the end of the runway!
Boss,
I ask the question how does one remain within 3 nm radius of a non-lit aerodrome at 4.40 am. No strong town lights, no farm lights, little or no cars on the roadway.
Nothing to give you a reference to remain close to the departure airport while circling while trying to get above the LSALT..
No doubt questions that the ATSB report will tell us very interested spectators and fellow pilots.
One leans from the mistakes of others.
R
I ask the question how does one remain within 3 nm radius of a non-lit aerodrome at 4.40 am. No strong town lights, no farm lights, little or no cars on the roadway.
Nothing to give you a reference to remain close to the departure airport while circling while trying to get above the LSALT..
No doubt questions that the ATSB report will tell us very interested spectators and fellow pilots.
One leans from the mistakes of others.
R
I don't think YPOK would meet any criteria for night operations due to significant terrain within 3nm. That is you could stay within 3nm and still hit terrain 1000ft above the airfield. The ridge line covering the entire western aspect is above 2000ft and just over 1nm from the runway, to the East is not much better.
Pretty sure there will be no ATSB report, GA, no fatality, no interest.... They won't even investigate an airline that's had 4 engine failures in a few months.
Pretty sure there will be no ATSB report, GA, no fatality, no interest.... They won't even investigate an airline that's had 4 engine failures in a few months.
CASA may have the opportunity to apply the strict liability clause if the pilot can’t justify taking off in the dark.
I also doubt the insurance company will pay out if it’s a breach in regulation.
I also doubt the insurance company will pay out if it’s a breach in regulation.