I agree; with a SE engine failure it's going to be Russian roulette as to whether you hit something...
But there is "night" and there is "night". A lot of "night time" is logged immediately when legal which on UK/JAA papers is SS+30 mins and it isn't really dark then. FAA night, for the purposes of logging the 3/3 takeoffs/landings, is SS+1hr which is normally really dark.
I dont fly at night, and in a SEP I would not risk intentional IMC at night anyhow, it would be outside of my comfort zone. Why? The plane doesn't know it is night.
That is true of course. But as I say it is outside of my personal comfort (and safety) zone. The reasons being my home airport doesnt have runway lights. I got my NQ at Stapleford Aerodrome, but did little solo night flying, and I revalidated it once, so I have only about 8 hours total night flying time, and that was a few years ago.
On the IMC front, I have had the IMCr for 5 years now, and have clocked up quite a few hours in and above cloud. I wouldnt consider myself a Biggles, but with a decent safe cloud base below to descend to if necessary, and if the cloud tops arent 10'000 ft (given the PA28 has service ceiling about 12,000 and takes some time to get there), I quite enjoy the challenges of IMC flying. However, my experience is mostly in en-route navigation OCAS, rather than procedural and approach based (again, no approaches at my home airfield (though I periodically go to Cambridge and Southend to keep relatively current)).
And, I fly a 1980's Archer II. It's nice, its trustworthy, it has a Garmin GNS430, and I have an iPad so situational awareness isnt an issue. But it's still old, it has no anti-icing, something may go wrong any time day or night, and if there were any issues, i'd be more comfortable in daylight trying to deal with the situation and being able to find a field to land in.
If those fantastic night vision goggles or (FLIR) would become cheaper I would consider it..
FLIR is an option on the Cirrus at least....there is an SR22 here with it
He's a little more competent than your average 200 hr instructor.
That may be the case but it doesn't make it any more legal, so if he wants to exercise his superior competence he should become an instructor or shut up!
Why? The plane doesn't know it is night. < Indeed so statistacally your engine failure is the same day or at night ...but....
If those fantastic night vision goggles or (FLIR) would become cheaper I would consider it..Flying over large areas with lower ceiling then 600Ft would not do it neither...Got this wisdom from an ex fighter jockey....When the engine stops turning at night your survivability chances are seriously reduced... When the ceiling is 600Ft you have seconds to decide where to plant the aircraft..
Why? The plane doesn't know it is night.
According to Richard Collins, IFR at night is about the most dangerous thing a GA pilot can do. I like flying at night. I find it very peaceful but statistically I'm at a much higher risk when doing so. At least that's what I've been told.
I dont fly at night, and in a SEP I would not risk intentional IMC at night anyhow, it would be outside of my comfort zone
Why? The plane doesn't know it is night.
A passenger who is a pilot has no legal right to take over control, to say nothing of the judgement required. That's what instructors are for.
I know "non-instructors" who have thousands of hours of instruction experience in many kinds of aircraft. One friend in that position has taught in everything from Grumman AA1s, to T-28s, to F4 Phantoms, to MD-80s. He's a little more competent than your average 200 hr instructor.
My pet peeve is that if someone has missed their 90 day currency, that we let them go off and fly by themselves (no passengers allowed) but won't let them go fly with another current on type pilot who might be able to help them (or take over if necessary) if they get a bit behind the aircraft.
Perhaps a good example of why this is not a good idea occurred at EGBW in December, owner of school, not an instructor, gets airborne with pilot for "checkout" crashes and takes out PAPIs with major damage to aircraft!
A passenger who is a pilot has no legal right to take over control, to say nothing of the judgement required. That's what instructors are for.
Yes, I read "Permit" (capital P) as "Permit to Fly" also, but it is local terminology.
There are various things that could be usefully done with PtF aircraft regulations, although much has been done in recent years. Routes to authorise flight at night and in IMC would be a good thing, although clearly many such aircraft can't be used in that way.
Routes to permit genuine part owners of PtF aeroplanes to be trained in them would be highly beneficial to the community.
A step back from the increasing regulation of flight training and requirements for approved organistions - in simplistic terms, allow instructors to freelance so long as they meet sensible safety standards.
I shall have a think and may add something more later.
Incidentally that's a very strange address they've used there. 4 Hamilton Place is the HQ building of the Royal Aeronautical Society, but in the 25ish years I've been a member of the RAeS, I've never before seen it referred to as "RAeS House".
G
