NVFR Up North
 

Sorry for the dumb question but why do some operators up north require their pilots to have a NVFR rating?

afternoon drop off's at communities and you return home at night. Fly freight around at night when the aircraft isn't being used etc etc

Also has at a guess that if you were NVFR rated then you would have a bit better basic IF skills than the non NVFR rated pilot and also be better at tracking off radio aids.

Apart from that as previously stated! Fly around at night in the dry season. I have done a fair bit in bo's and 206's, in my time up north.

300

Also that you do not get stranded due to the fact that up north from sunset to pitch dark is like...10 minutes?... Someone correct me if i am wrong.

ya, i use my nvfr up in the NT quite a bit. although i dont expect that to continue with the wet :*. still, it does come in handy

Its pitch black in the Kimberley at around 5pm during the middle of the dry........ Chance favours the prepared and you wouldn't be the first bug smasher in history to bust last light due to inexperience and not having the hairy set downstairs to tell the punters "we have got to stay the night due to them arriving at the airstrip later than the cut off time allowed".

Good skill to know how to work out a LSALT and crank on da lights and not hit anything rising from terra firma! just ask the blokes out at alice picking branches out of the gear :=

Nothing worse than pointing towards that horizon with your gut slowly sinking with the sun and a bit of build in the distance - very lonely, very lonely place indeed :(

Are you suggesting that is isn't unusual for people to fly around SE NIght VFR with pax on?? Surely you can't be serious.......

An even lonelier place would be the court room after you had an emergency at night in a single engine aircraft with pax on board trying to explain your decisions to a judge. If the sun sets you stay where you are. If you have told your pax what time they need to be back and they don't make it that's their problem not yours.

I don't think people regularly intentionally fly past last light with pax, but inexperience probably causes it to happen every now and then.

Without a night rating, a simple error in calculations could end in disaster as you are not trained in calculating LSALT, navigating, approach and landing, use of rwy lights etc.

A night rating used to be required for the issue of a CPL.

Maybe said operators have learned from problems in the past.

In much of the world it is required for (and included in the sylabus for) a PPL (or you can get a restricted PPL limiting one to Day Ops). Similar in law to the option of getting a PPL without the ability to enter CTA. It has been explained to me that the reason for Australia's decision is due to the difference in the number of Navaids.

I don't wan't to nit-pick Nev but it could come down to a hair splitting decision hours before last light, maybe even after using the dodgy charts in the AIP Book or a storm forecast as Inter or Tempo which becomes a From.

I have seen the last scenario force a Rated pilot in a Day VFR single with CHTR pax to orbit for about an hour. There were no available alternates and on departure there was no legal requirement for any.

Back to the thread question of all the feathers to have in your hat (above the legal minimum) before doing CHTR NVFR is certainly THE one I would emplore any pilot to get (or an IR with NVFR priveledges).

FRQ CB

Neville there is always one isn't there!

Guy's occasionally bust last light through inexperience or poor decision making full stop. If you're in the situation it pays to have an NVFR up your sleeve to save the punters and of course yourself. It's also prudent to lodge a company safety report after such a breach and talk about it at the next company safety meeting so all the other fellas can learn and discuss.

Never happened to me personally but i know plenty of fellas that it has :{

There are usually more than one
 

**** happens, be prepared... (That's why every PPL/CPL student is taught how to get out of clouds)

~FRQ CB

Certainly nothing unplanned ever happens in aviation???

I've had more stuff go wrong when i was flying VFR in the NT than multi IFR night freight. I don't know if i'd feel too good employing a low time guy without a CIR or NVFR to be honest.

I am NZ night rated but not Oz NVFR. Is a big difference between the 2 countries as there are no x country flights in the NZ rating nor nav by aides mainly a few circuits and may be a bit of a strop around the city.

I'm sure the insurance comapnies won't like people stooging around in the gloom NVFR nor the CP for that matter, he/she will probably be having kittens knowing their gaggle of pilots are still out and about

I think I will leave the night stuff untill I am flying IFR, I have a hard enough job finding my way round in the day time let alone in the dark.

I have been on charters where I've planned to land at the latest possible time considering legal last light only to find that cloud cover has made it pitch black. So legally I was landing before last light, but I was still landing in the dark. A NVFR rating is a great card to have up your sleeve when there's not many other options which is why most charter places want you to have it (notwithstanding night freight etc). Just for a bit of extra safety.:ok:

I don't understand myself. I'm currently training for my night rating, only because it makes me a more qualified pilot than someone without one, and because operators like pilots who have it. Maybe it's an insurance thing?

I know the Orders (40.2.2) don't allow commercial operations on a night rating...they only allow AWK and PVT.

I gave my instructor the example of my friend who worked out of Boorooloola, and took some passengers to Katherine for some medical checkups late one afternoon. He was asked to overnight in Katherine, and depart before first light to operate another CHTR flight from Borooloola about an hour after first light the next day. Now, wouldn't that nil pax flight be considered CHTR due to the fact that my friend was receiving remuneration for the positioning of the airplane?

Special word for Van Gogh - see the last sentence on page AIP GEN 2.7-1:...do not include the nature of the terrain surrounding a location, or the presence of other than a cloudless sky and unltd vis at the location.
...
Allowances should be made for these factors when planning for a flight having an ETA near the end of daylight.

No, not an insurance thing. NVFR is preferred for precisely the example you gave. Pilot's pay isn't necessarily relevent to whether or not the flight is considered a charter. It's possible, for example, for a private pilot to be paid quite legally under certain circumstances. Charter et. al. is defined in the CARs and unless the aircraft fits in one of the categories mentioned then it is not a charter flight.

Chtr vs Awk?
 

Reaux,

"Now, wouldn't that nil pax flight be considered CHTR due to the fact that my friend was receiving remuneration for the positioning of the airplane?"

AWK?? Nil Pax, still a 'commercial op.' i.e. Pilot getting paid.
Therefore, able to proceed NVFR?

Reaux,

You can fly under the NVFR during a commercial op in a single. The only restriction is that it can not be passenger carrying. So that means that if you are empty or carring frieght only you can fly at night. :D

Something that I also didnt find out until I was up north is that your NVFR rating can be for a single or multi eng aircraft. So if you did your NVFR in a single, then you can not fly a twin under the NVFR. A way around this is if you have CIR you can fly a twin (day or night) provided you operate under the IFR. :ok:

LemeL

What a crock. Read your regs again. You can fly under the NVFR in a multi engine aircraft, if you only hold a S/E NVFR, provided your MECIR is still within it's expiry date.

morno

Just bumping this old thread as there seems to be some confusion over NVFR freight . . .


CAR 206 (1) (b) (i) defines "Charter Operations" as:
CAO 40.2.2 Appendix 1 (3.1) states:
There's nothing in Part 61 to contradict the above.

The grey area seems to be the definition of "Airwork" under CAR 206 (1) (a) (viii), to wit:
Am I correct to assume that the NVFR freight runs referred to in this thread fall under AWK as per the above?

"For the purposes of trade" could mean anything, after all.

Thanks for any clarification!