Night Qualification Diary
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Night Qualification Diary
Okay so it's not quite as interesting as a PPL or IMC diary but I though I may as well start since the PPL and IMC ones have made excellent reading. I have started my course this evening and must say it was EXCELLENT! 
Oooh - bit about me - 25yo, PPL(A)+IMCR, 115 hours, C172, EGNX. Right that'll do.
Anyway...
LESSON ONE
I arrived shortly after nightfall and the aircraft was still out on the previous slot so my instructor and I disappeared into a briefing room to talk through some procedures involved with night.
Firstly we need to be much more careful around the apron area at night. Moving props are harder to spot and walking into one could easily ruin the night. Objects like tie-down ropes and chocks must also be stored correctly as the movement area must be clear of such items - we won't see them when taxiing. The next thing was the torch. It was suggested to carry at least two torches, spare batteries and a spare bulb. If that lot fails then it's really just tough luck. The little Maglites are excellent for night flying. The torch was going to aid the walk around checks, which would be no different to normal but would be more difficult - especially checking fluid levels. The next thing to remember was that when it came to engine start we need to ensure the area is clear, turn on the beacon and nav lights then flash the landing light three times before calling "clear prop".
Off I went to check out the aircraft. It was slightly more difficult trying to juggle the torch between free hands while performing a thorough check. It soon became reasonably simple when the torch went in my mouth! During the walk round it became apparent that, due to the lack of lighting, it would be easier to do the trim tab check on the walk round rather than once in the aircraft before start-up.
One last check of the weather was made before we headed out. The first hours lesson is a 'local area familiarisation' flight.
After start-up (with the new, extra safe procedure) we began our taxi. The first thing to become accustomed to was the taxiway lighting. The first part (from the flying school to the alpha taxiway) is edge lighting only, then on the alpha at mike it becomes centre line only, then later centre and edge. Taxiing was easy as usual, but it was easier to end up faster than it feels. It was much easier to judge taxi speed with edge lighting than centre line only.
At the hold we did the normal power and control checks, using the torch to ensure correct sense of the flying surfaces. Finally, before taxiing onto the runway, taxi-lights off, landing light on, strobes on.
On take-off I was instructed to track the centre line to rotation, then go immediately onto instruments until reaching 300ft. At this height we'd check there is a real world horizon then fly visually if there was. Take off was non-eventful and we were soon heading north out of the circuit.
Now, the view was AMAZING! To the left, Derby and to the right, Nottingham. In-between a solid red and white snake - M1 in rush hour! We climbed as per our SVFR clearance to 2000ft through to the zone boundary. Once clear of the zone we headed across towards Mansfield, flying directly overhead Hucknall airfield. The flying did not strike me, unsurprisingly, as being an different to daytime VFR. But this may have been aided by the fact I've just completed my IMCR.
At Mansfield we turned round, headed back to EMA to re-enter the zone and do a touch and go. The initial approach was easy using the PAPI's to get the aircraft onto the glidescope. We flew a 3nm final which was nice and comfortable - perhaps the slowest approach I've flown in a long time. Maintaining the GS was of course easy but the tricky bit was to be the landing. Before we had taken off my instructor had suggested I took a mental picture of how the runway looks on the ground, in terms of how the runway edge lighting looks in perspective. Now, on the landing, I could use that picture to know how to judge the flair. The system worked quite well, and I found judging the height easier than expected, resulting in a relatively good landing (if I say so myself). Then it was time for a quick clean up and my second night take off. This time we headed to the south of the zone, over Shepshed / Loughborough then down to Markfield. At Markfield we returned to East Mids for a second approach and landing - slightly better than the first one. And that was it!
So that one hour flight taught me the basics of take-offs and landings, how the local areas to the north and south of the aerodrome look at night and plenty of new things to think about both on the ground and in the air.
The format of the next four (hour) lessons should be something like:
- Circuit bashing with different a/c configurations and different runway lighting combinations (i.e. no centre line or no PAPI's)
- Solo circuits.
- Dual navigation exercise to the north.
- Solo navigation north.
Next session booked for Jan 2nd!
Jez
Oooh - bit about me - 25yo, PPL(A)+IMCR, 115 hours, C172, EGNX. Right that'll do.
Anyway...
LESSON ONE
I arrived shortly after nightfall and the aircraft was still out on the previous slot so my instructor and I disappeared into a briefing room to talk through some procedures involved with night.
Firstly we need to be much more careful around the apron area at night. Moving props are harder to spot and walking into one could easily ruin the night. Objects like tie-down ropes and chocks must also be stored correctly as the movement area must be clear of such items - we won't see them when taxiing. The next thing was the torch. It was suggested to carry at least two torches, spare batteries and a spare bulb. If that lot fails then it's really just tough luck. The little Maglites are excellent for night flying. The torch was going to aid the walk around checks, which would be no different to normal but would be more difficult - especially checking fluid levels. The next thing to remember was that when it came to engine start we need to ensure the area is clear, turn on the beacon and nav lights then flash the landing light three times before calling "clear prop".
Off I went to check out the aircraft. It was slightly more difficult trying to juggle the torch between free hands while performing a thorough check. It soon became reasonably simple when the torch went in my mouth! During the walk round it became apparent that, due to the lack of lighting, it would be easier to do the trim tab check on the walk round rather than once in the aircraft before start-up.
One last check of the weather was made before we headed out. The first hours lesson is a 'local area familiarisation' flight.
After start-up (with the new, extra safe procedure) we began our taxi. The first thing to become accustomed to was the taxiway lighting. The first part (from the flying school to the alpha taxiway) is edge lighting only, then on the alpha at mike it becomes centre line only, then later centre and edge. Taxiing was easy as usual, but it was easier to end up faster than it feels. It was much easier to judge taxi speed with edge lighting than centre line only.
At the hold we did the normal power and control checks, using the torch to ensure correct sense of the flying surfaces. Finally, before taxiing onto the runway, taxi-lights off, landing light on, strobes on.
On take-off I was instructed to track the centre line to rotation, then go immediately onto instruments until reaching 300ft. At this height we'd check there is a real world horizon then fly visually if there was. Take off was non-eventful and we were soon heading north out of the circuit.
Now, the view was AMAZING! To the left, Derby and to the right, Nottingham. In-between a solid red and white snake - M1 in rush hour! We climbed as per our SVFR clearance to 2000ft through to the zone boundary. Once clear of the zone we headed across towards Mansfield, flying directly overhead Hucknall airfield. The flying did not strike me, unsurprisingly, as being an different to daytime VFR. But this may have been aided by the fact I've just completed my IMCR.
At Mansfield we turned round, headed back to EMA to re-enter the zone and do a touch and go. The initial approach was easy using the PAPI's to get the aircraft onto the glidescope. We flew a 3nm final which was nice and comfortable - perhaps the slowest approach I've flown in a long time. Maintaining the GS was of course easy but the tricky bit was to be the landing. Before we had taken off my instructor had suggested I took a mental picture of how the runway looks on the ground, in terms of how the runway edge lighting looks in perspective. Now, on the landing, I could use that picture to know how to judge the flair. The system worked quite well, and I found judging the height easier than expected, resulting in a relatively good landing (if I say so myself). Then it was time for a quick clean up and my second night take off. This time we headed to the south of the zone, over Shepshed / Loughborough then down to Markfield. At Markfield we returned to East Mids for a second approach and landing - slightly better than the first one. And that was it!
So that one hour flight taught me the basics of take-offs and landings, how the local areas to the north and south of the aerodrome look at night and plenty of new things to think about both on the ground and in the air.
The format of the next four (hour) lessons should be something like:
- Circuit bashing with different a/c configurations and different runway lighting combinations (i.e. no centre line or no PAPI's) - Solo circuits. - Dual navigation exercise to the north. - Solo navigation north.Next session booked for Jan 2nd!
Jez
Last edited by jezbowman; 21st Dec 2004 at 21:25.
Why do it if it's not fun?
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Okay so it's not quite as interesting as a PPL or IMC diary
FFF
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With doing the IMC rating we've been shooting the approach maintaining 110kts until about 1nm then pulling the power back, dropping the first stage of flaps, wait for ASI into the white arc, second stage flaps, then maintain 75kts, dropping back to 65kts over the fence. That's pretty much what I do VFR daytime as well. I seem to remember being taught to get slowed down and trimmed to approach speed (65kts) on base leg when doing the PPL - all well and good when you're learning as you don’t want to be messing about on final with the trim, etc. But it makes the approach very slow.
For the night flying landings last night we went back to first principles (i.e. setting up on base), which meant getting the aircraft into the correct attitude a good way out so it wasn't an awfully 'nose down' approach (like a 110kt one would be).
Varying the speed on final requires a change of attitude each time to maintain a constant descent rate - at night it's just another complication for me as a newbie to the environment devoid of daytime clues.
For the night flying landings last night we went back to first principles (i.e. setting up on base), which meant getting the aircraft into the correct attitude a good way out so it wasn't an awfully 'nose down' approach (like a 110kt one would be).
Varying the speed on final requires a change of attitude each time to maintain a constant descent rate - at night it's just another complication for me as a newbie to the environment devoid of daytime clues.
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I've had some fun trying to keep the speed up on approach in a 150/2. I always kept it pretty fast (if you can call 95kts fast) down to minimums, so that if i'm still blind then the go around is easier, plenty of speed and no flaps to worry about. They aren't exactly the hardest of aircraft to slow down, pull the power out, maintain rate of descent, flaps when in white arc, then adjust power and trim as required.
I was looking forward to getting some use from my night rating at EGNX, but since i've been flying there all my night trips have ended up being in IMC, which is pretty much the same by day or night. I'll be trying again in the new year so keep a look out jez! none of them fast approaches when i'm infront of you
cheers,
Owen Mc
I was looking forward to getting some use from my night rating at EGNX, but since i've been flying there all my night trips have ended up being in IMC, which is pretty much the same by day or night. I'll be trying again in the new year so keep a look out jez! none of them fast approaches when i'm infront of you
cheers,
Owen Mc
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Cool. I did my first night detail last Sunday and it was dead good, although my circuits were crappy as I kept losing sight of the runway on crosswind and early downwind!
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Jez - this is a fantastic thread, and well up there with any other diary readings! I have been hoping someone would write a night diary to be honest, as when I complete my PPL, it will probably be the next thing I do. Your diary will help me a lot and show me what to expect 
Well done and keep up the posting, I will follow you to the end!
Best wishes,
Maz
Well done and keep up the posting, I will follow you to the end!
Best wishes,
Maz
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Excellent stuff!
I've just finished my Night Qualification, it was really interesting compared to flying during the day!
I found it a little bit harder to land with the PAPI's, Centre lights, approach lights and landing lights off though, I was tending to flair a bit to high, but I've nailed it now.
The views at night are beautiful, however I missed some cloud cover (cb) on my way back from my 5 full stops and encountered the worst turbulence I've ever been in, we entered up-draughts, down draughts, where we had full power, climbing attitude and were still losing 50fpm. After about 4nm all was well and I'm now looking forward to years of night flying.
I've just finished my Night Qualification, it was really interesting compared to flying during the day!
I found it a little bit harder to land with the PAPI's, Centre lights, approach lights and landing lights off though, I was tending to flair a bit to high, but I've nailed it now.
The views at night are beautiful, however I missed some cloud cover (cb) on my way back from my 5 full stops and encountered the worst turbulence I've ever been in, we entered up-draughts, down draughts, where we had full power, climbing attitude and were still losing 50fpm. After about 4nm all was well and I'm now looking forward to years of night flying.
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LESSON TWO
Santa (okay my girlfriend really) has equipped me with a brand new Maglite of my very own, so I very much looked forward to this evenings chance to use it! I checked the aircraft out and all was in order, so we booked out into the circuit for an hour.
I was a little concerned about the winds since, even after dark, the wind was quite gusty. This would not normally worry me, I enjoy the challenge of a good gusty approach, but not on my first circuit bashing session at night! Things were not too bad, the wind was 240/17 (RWY27).
We taxied to the holding point and the noted that the red 'stop-bar' was illuminated. This is a line of red lights across the final hold line before entering the active RWY. Either end of the red line are two flashing amber lights. When we were ready, I made the call to the tower that we were ready for departure. As the tower gave us "line up 27" the stop bar lights at our holding point were turned off. The basic rule - never taxi over a red line. I'm sure this system is quite common at larger airports like East Mids, but I'm not sure what you'd have at a smaller aerodrome like Leicester or Nottingham - would there be cases there where you would have to taxi over a red line?
We did six circuits in the hour:
1. Standard approach with 20deg flaps. Not too many problems with this, it's what we did last week on the two approaches. The landing was good but a little firm.
2. Flapless approach. The higher nose angle made this an interesting approach since some of the visual clues I'd enjoyed in the standard approach we're blocked by the 'nose higher' landing attitude. None the less it was a reasonable landing but probably more through luck with the wind than through good flying!
3. Fully flapped low approach and go-around. Trundling down at 65-70kts fully flapped was SLOW. I flipped the DME onto G/S on final and it indicated 45kts and despite the short final, it felt like we were flying a helicopter in the hover. With a descent rate of about 250fpm the approach proved a challenge to not drop below the glidescope, indicated by the PAPI's. We went around at about 100ft and I flew the go-around on instruments initially since with the nose high, just like take off, there were little visual references without a neck twist. Established back in the climb we headed back into the circuit.
4. Minimum lighting. First of all, on crosswind, we simulated an electrical failure in our cockpit by turning off all the instrument lighting. On went the torch, which was already clipped to my kneeboard, to provide a splodge of light in the centre of the instrument panel. Not ideal, but I could JUST read all the instruments, though I would have like to have more light on the ASI than I did! Next, on downwind, my instructor called the tower and requested minimal lighting. We now have no PAPI, no centreline and no approach lights. All we have is edge lighting and threshold lighting. It was to be a touch and go with two stages of flap. Despite the 'worse case' configuration the approach was uneventful. Without the PAPIs I managed to maintain a reasonable approach path by using the ‘picture’ of the runway. On the previous approaches I knew the ‘PAPI off’ approach was coming and had taken note of the perspective view of the runway on a 'on glidescope' approach. This worked. Since I hade been using edge lighting as a guide to flare height, nothing changed as this is the minimal lighting on any runway. I have taken a mental note to be careful the first time I land on another runway at night since if it's narrower than East Mids (46m) clearly I may flare too late using this method.
5. Now with the lights back on we climbed away for a fully flapped touch and go. All the issues I had with maintaining the G/S on the previous slow approach were addressed in this one and the landing was okay, despite the wind conditions not being ideal for a fully flapped approach.
6. One final approach with 20deg flaps. Good approach, terrible landing with float, balloon, approach to stall and a splodge onto the runway. Nothing serious by a long way, but not ideal.
We taxied back and de-briefed. I'm now ready to complete an hour of night circuits by myself on the next lesson, which is scheduled for Jan 16th!
Jez
Santa (okay my girlfriend really) has equipped me with a brand new Maglite of my very own, so I very much looked forward to this evenings chance to use it! I checked the aircraft out and all was in order, so we booked out into the circuit for an hour.
I was a little concerned about the winds since, even after dark, the wind was quite gusty. This would not normally worry me, I enjoy the challenge of a good gusty approach, but not on my first circuit bashing session at night! Things were not too bad, the wind was 240/17 (RWY27).
We taxied to the holding point and the noted that the red 'stop-bar' was illuminated. This is a line of red lights across the final hold line before entering the active RWY. Either end of the red line are two flashing amber lights. When we were ready, I made the call to the tower that we were ready for departure. As the tower gave us "line up 27" the stop bar lights at our holding point were turned off. The basic rule - never taxi over a red line. I'm sure this system is quite common at larger airports like East Mids, but I'm not sure what you'd have at a smaller aerodrome like Leicester or Nottingham - would there be cases there where you would have to taxi over a red line?
We did six circuits in the hour:
1. Standard approach with 20deg flaps. Not too many problems with this, it's what we did last week on the two approaches. The landing was good but a little firm.
2. Flapless approach. The higher nose angle made this an interesting approach since some of the visual clues I'd enjoyed in the standard approach we're blocked by the 'nose higher' landing attitude. None the less it was a reasonable landing but probably more through luck with the wind than through good flying!
3. Fully flapped low approach and go-around. Trundling down at 65-70kts fully flapped was SLOW. I flipped the DME onto G/S on final and it indicated 45kts and despite the short final, it felt like we were flying a helicopter in the hover. With a descent rate of about 250fpm the approach proved a challenge to not drop below the glidescope, indicated by the PAPI's. We went around at about 100ft and I flew the go-around on instruments initially since with the nose high, just like take off, there were little visual references without a neck twist. Established back in the climb we headed back into the circuit.
4. Minimum lighting. First of all, on crosswind, we simulated an electrical failure in our cockpit by turning off all the instrument lighting. On went the torch, which was already clipped to my kneeboard, to provide a splodge of light in the centre of the instrument panel. Not ideal, but I could JUST read all the instruments, though I would have like to have more light on the ASI than I did! Next, on downwind, my instructor called the tower and requested minimal lighting. We now have no PAPI, no centreline and no approach lights. All we have is edge lighting and threshold lighting. It was to be a touch and go with two stages of flap. Despite the 'worse case' configuration the approach was uneventful. Without the PAPIs I managed to maintain a reasonable approach path by using the ‘picture’ of the runway. On the previous approaches I knew the ‘PAPI off’ approach was coming and had taken note of the perspective view of the runway on a 'on glidescope' approach. This worked. Since I hade been using edge lighting as a guide to flare height, nothing changed as this is the minimal lighting on any runway. I have taken a mental note to be careful the first time I land on another runway at night since if it's narrower than East Mids (46m) clearly I may flare too late using this method.
5. Now with the lights back on we climbed away for a fully flapped touch and go. All the issues I had with maintaining the G/S on the previous slow approach were addressed in this one and the landing was okay, despite the wind conditions not being ideal for a fully flapped approach.
6. One final approach with 20deg flaps. Good approach, terrible landing with float, balloon, approach to stall and a splodge onto the runway. Nothing serious by a long way, but not ideal.
We taxied back and de-briefed. I'm now ready to complete an hour of night circuits by myself on the next lesson, which is scheduled for Jan 16th!
Jez
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A quick question on torches.... I have been told that using a red (filter) bulb is best in the cockpit as easier for the eyes to adjust. But have also heard that is not a good idea as you can't see anything drawn red on the maps?
Thanks.
Thanks.
Avoid imitations
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Question: "would there be cases there where you would have to taxi over a red line?"
Answer: Basic airmanship says Definitely NOT. If you are ever cleared to a position on an airfield and you encounter a red light stop bar ALWAYS inform ATC. It is possible that either yourself or ATC have made a mistake. If it is clear to proceed the bar will be switched off.
Worth bearing in mind that the worst aviation accidents ever was caused by an aircraft on the ground going somewhere it shouldn't, in poor visibility. Two B747s collided, (Las Palmas) killing 560 people.
I did cross a lit bar once but only after we had stopped and queried it. ATC told us they couldn't switch it off due to a malfunction.
Answer: Basic airmanship says Definitely NOT. If you are ever cleared to a position on an airfield and you encounter a red light stop bar ALWAYS inform ATC. It is possible that either yourself or ATC have made a mistake. If it is clear to proceed the bar will be switched off.
Worth bearing in mind that the worst aviation accidents ever was caused by an aircraft on the ground going somewhere it shouldn't, in poor visibility. Two B747s collided, (Las Palmas) killing 560 people.
I did cross a lit bar once but only after we had stopped and queried it. ATC told us they couldn't switch it off due to a malfunction.
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lets_go_flying:
In response to what you say about the red light, yes, in my v. limited experience it definitely helps with night vision to use red light on maps/checklists and, yes, it becomes really hard to see anything red on the map when you do! Given that roads are one of the most useful features at night, this can be a bit unhelpful!
I was advised to go over anything I would need in a black marker on the map as part of my pre-flight, paying attention to the shapes of towns in particular. Another example of where you have to pay a bit more attention to detail by night, I suppose.
In response to what you say about the red light, yes, in my v. limited experience it definitely helps with night vision to use red light on maps/checklists and, yes, it becomes really hard to see anything red on the map when you do! Given that roads are one of the most useful features at night, this can be a bit unhelpful!
I was advised to go over anything I would need in a black marker on the map as part of my pre-flight, paying attention to the shapes of towns in particular. Another example of where you have to pay a bit more attention to detail by night, I suppose.
Why do it if it's not fun?
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Torch colour is very much personal preference. I prefer a dim (i.e. cheap) white torch, used as little as possible - but the best idea is to try out various options (no need to do this while flying, just try it at home one night with the lights off, in a broom cupboard if necessary) and see which you find easiest.
Incidentally, if you do decide to go for a red torch, the cheapest way (might be too late by this time of year, not sure) is to buy some red tissue paper, which is very easy to find around Christmas! Just tape some of this over the end of your white torch, and hey presto - a cheap red torch!
FFF
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Incidentally, if you do decide to go for a red torch, the cheapest way (might be too late by this time of year, not sure) is to buy some red tissue paper, which is very easy to find around Christmas! Just tape some of this over the end of your white torch, and hey presto - a cheap red torch!
FFF
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If you are ever cleared to a position on an airfield and you encounter a red light stop bar ALWAYS inform ATC.
As I said before - next night flying session for me is Jan 16th. Yesterday would not have happened as the wind was across the RWY and gusty. I was on the back row of a 737 landing at EMA at 2230 and the landing was slightly more eventful than normal. Even 737's can float in a gust and splodge on to the RWY!
I'm planning to stop with a white torch. The idea of highlighting town outlines with black marker has been suggested by my instructor since yellow on white is harder to identify in dim artificial light. The aircraft that I'm flying actually has a map light mounted on the underside of the yoke which is dimmable with a thumbwheel (also on the yoke). This light is slightly too focused and you find that you have to move the map around to read it - not ideal. But it is easier that the torch as it's on all the time.