Night rating in the UK
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MD900,
The requirement is 3 hours of night training to have a private pilot's certificate. It is not optional, not a special rating/checkride and not model specific.
Better training, and less hassle, I think.
61.109:
2) Except as provided in Sec. 61.110 of this part, 3 hours of night flight training in a helicopter that includes--
(i) One cross-country flight of over 50 nautical miles total distance; and
(ii) 10 takeoffs and 10 landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport.
Of course, in a Robbie, can you get 50 miles in 3 hours?? ;-)
The requirement is 3 hours of night training to have a private pilot's certificate. It is not optional, not a special rating/checkride and not model specific.
Better training, and less hassle, I think.
61.109:
2) Except as provided in Sec. 61.110 of this part, 3 hours of night flight training in a helicopter that includes--
(i) One cross-country flight of over 50 nautical miles total distance; and
(ii) 10 takeoffs and 10 landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport.
Of course, in a Robbie, can you get 50 miles in 3 hours?? ;-)
Join Date: Jun 2006
Location: Maders UK
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Some good news for a change
For info, CAA just granted my NQ 
with 5 hrs night and 5 hrs instrument as I have a fixed wing IR - it is not a JAA IR (it is an FAA one) but apparently this does not matter an IR is an IR as far as they are concerned.
They did require perusal of all logbooks and licenses (F/W and heli) but I was not made to fly the full 10 hrs under the hood -only 5!
Hooray! A triumph for common sense - Legal for next winter!!
SB
- (still only flying at night when I need to)
with 5 hrs night and 5 hrs instrument as I have a fixed wing IR - it is not a JAA IR (it is an FAA one) but apparently this does not matter an IR is an IR as far as they are concerned.They did require perusal of all logbooks and licenses (F/W and heli) but I was not made to fly the full 10 hrs under the hood -only 5!
Hooray! A triumph for common sense - Legal for next winter!!
SB
- (still only flying at night when I need to)
Night qualification
Good evening.
According to FCL1 the fixed wingers have to do 5 flight hours to get their night rating.
Is it right that us rotorheads have to do at least 10 or even 15?
I read appendix 4 to 2.125 accordingly.
According to FCL1 the fixed wingers have to do 5 flight hours to get their night rating.
Is it right that us rotorheads have to do at least 10 or even 15?
I read appendix 4 to 2.125 accordingly.
Download a copy of Lasors. It's actually free!
It tells you everything you need to know. I guess many on this forum get a bit tired of the same old questions or ones which the first 'poster' can't be bothered to look up.
Check out section E5
Requirements are pretty much below:-
'100hours as pilot of helicopters after issue of ppl.'
'60 hours as PIC'
'20hours x-c flight'
'5 hours theoretical knowledge instruction'
'10 hours dual instruction, this is in addition to any instrument flying completed before the course'
holder of an IR(A) is credited 5 hours
It tells you everything you need to know. I guess many on this forum get a bit tired of the same old questions or ones which the first 'poster' can't be bothered to look up.
Check out section E5
Requirements are pretty much below:-
'100hours as pilot of helicopters after issue of ppl.'
'60 hours as PIC'
'20hours x-c flight'
'5 hours theoretical knowledge instruction'
'10 hours dual instruction, this is in addition to any instrument flying completed before the course'
holder of an IR(A) is credited 5 hours
Join Date: Oct 2005
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Genuine question.
On your website, you state that you are unable to take anyone over 17 stone on a flight in your R44 helicopter.
Why?
I understand that most people who weigh 17 stone would be classed as obese (unless they're very tall), but what, specifically, excludes the lardies?
I've flown people weighing over 17 stone (but not that much over
) in an R22
Why?
I understand that most people who weigh 17 stone would be classed as obese (unless they're very tall), but what, specifically, excludes the lardies?
I've flown people weighing over 17 stone (but not that much over
) in an R22
seatbelts can be an issue for larger persons although i have had a passenger weighing 21stone. It depends on their build.
Also, aft cyclic can be an issue if youve got the dual controls fitted (i.e on a trial flight)
Actual weight limit for the r44 seat is 300lbs assuming youve got nothing under the seat.
Also, aft cyclic can be an issue if youve got the dual controls fitted (i.e on a trial flight)
Actual weight limit for the r44 seat is 300lbs assuming youve got nothing under the seat.
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Exactly.
Which is why I asked what precluded the lardies specifically. It may be that you aren't willing to fly them, but it doesn't mean that you can't.
It also mentions that on trial lessons you can take friends. This is contrary to advice given by the CAA.
Also stated is that they are the 'first training school to be established at Doncaster Sheffield Robin Hood Airport'.
This may be news to Alpha.
And Whirlybird.
And JG
Which is why I asked what precluded the lardies specifically. It may be that you aren't willing to fly them, but it doesn't mean that you can't.
It also mentions that on trial lessons you can take friends. This is contrary to advice given by the CAA.
Also stated is that they are the 'first training school to be established at Doncaster Sheffield Robin Hood Airport'.
This may be news to Alpha.
And Whirlybird.
And JG
Join Date: Jan 2001
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Returning to the subject of this thread........
I am in two minds about the inclusion of "instrument appreciation" in the NQ preamble. I can see both sides of the argument. On the whole though, I don't think that any amount of training is likely to matter if the pilot's attitude is wrong. Risk-takers will take risks and push on beyond the point where they are competent.
Over the years, I have done quite a bit of night flying, often in relatively poor weather. I have tried to always ensure that I avoid inadvertent IMC - in a non-IFR (non-IR) operation that is my job and what I am supposed to do. However, on one or two occasions I have gone IMC. When I have, it is COMPLETELY different to being IMC in a planned IFR flight.
One aspect that has not been mentioned is that instrument flying is such a perishable skill. I have done instrument training as an instructor some while ago and hold a currently lapsed IR(H) and IR(A). Not a great number of IF hours but someone was happy to sign me off once. However at present, the only IF I do is at 6 monthly OPC sessions, plus usually a bit of mutual every 3 months. I would absolutely NOT regard myself as currently competent to fly IF in a hele (without an autopilot/stabilisation). That being the case, I make sure that I take big steps to avoid IMC in such circumstances.
Which sort of leads me to my final point. In the training that a typical pilot goes through as part of his basic training, I do not think that enough (i.e. any) time is spent showing students the signs of impending loss of visual contact in poor weather, and what to do to avoid it. This applies day or night. I have flown with significant numbers of low-time pilots who have been unaware as they approach inadvertent cloud entry during the day, never mind at night. When/if they do go IMC, they are unprepared and scared - not a good start. Such familiarisation can be done in an aircraft, but it is also possible to do something reasonable in a sim, I suggest.
As some recently reported accidents remind us, such accidents can also happen to experienced professional IR pilots who push too hard on just one flight .........
[This is almost all UK experience]
I am in two minds about the inclusion of "instrument appreciation" in the NQ preamble. I can see both sides of the argument. On the whole though, I don't think that any amount of training is likely to matter if the pilot's attitude is wrong. Risk-takers will take risks and push on beyond the point where they are competent.
Over the years, I have done quite a bit of night flying, often in relatively poor weather. I have tried to always ensure that I avoid inadvertent IMC - in a non-IFR (non-IR) operation that is my job and what I am supposed to do. However, on one or two occasions I have gone IMC. When I have, it is COMPLETELY different to being IMC in a planned IFR flight.
One aspect that has not been mentioned is that instrument flying is such a perishable skill. I have done instrument training as an instructor some while ago and hold a currently lapsed IR(H) and IR(A). Not a great number of IF hours but someone was happy to sign me off once. However at present, the only IF I do is at 6 monthly OPC sessions, plus usually a bit of mutual every 3 months. I would absolutely NOT regard myself as currently competent to fly IF in a hele (without an autopilot/stabilisation). That being the case, I make sure that I take big steps to avoid IMC in such circumstances.
Which sort of leads me to my final point. In the training that a typical pilot goes through as part of his basic training, I do not think that enough (i.e. any) time is spent showing students the signs of impending loss of visual contact in poor weather, and what to do to avoid it. This applies day or night. I have flown with significant numbers of low-time pilots who have been unaware as they approach inadvertent cloud entry during the day, never mind at night. When/if they do go IMC, they are unprepared and scared - not a good start. Such familiarisation can be done in an aircraft, but it is also possible to do something reasonable in a sim, I suggest.
As some recently reported accidents remind us, such accidents can also happen to experienced professional IR pilots who push too hard on just one flight .........
[This is almost all UK experience]
