By Matt Johnson
BLINDED BY THE NIGHT
This month, I want to focus on a trend concerning a weak area that I have personally observed over the past several years: applicants’ deficiencies in nighttime ground and flight knowledge. This isn’t happening just with private pilot applicants, but with commercial pilot applicants as well.
Why the weakness? Is it a failed system? Suffice it to say, I believe that applicants aren’t getting enough nighttime flying exposure during their primary and subsequent commercial training.
The regulations clearly indicate that private applicants must receive and log ground and flight training on “nighttime operations.” We can find this clearly outlined in the 61.107 - “Flight Proficiency” section, specifically (b)(3)(ix). The rub comes from two areas: one, I often find that applicants aren’t getting good, or enough, ground instruction on nighttime operations, and the second issue is the lack of flight instruction time provided to the student. If we delve into the 61.109 – “Aeronautical Experience” section, we find in paragraph (c) section (2):
“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.”
Is this enough? I realize it is subjective, but I emphatically feel that it isn’t. After all, the total required hours for a private pilot is 40, and anyone who has obtained their private pilot certification or done the research knows that 40 hours is a bare minimum, and “averages” tend to be in the 55-65 hour range. Still at the end of the day, in hundreds of applicants examined over the years, it is extremely rare that I would see a private pilot applicant with more than the absolute minimum amount of night hours. Yet, with a “ticket to learn” featuring wet ink from the examiner, a freshly minted private pilot can take his or her family flying during nighttime hours.
In general, the same holds true for the commercial applicant. After getting their minimum three hours at the private level, the commercial applicant generally obtains only what is necessary
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for the commercial certificate. Under section 61.129, we see that for a commercial certificate with a helicopter rating, the applicant must have 150 hours total time. The regulation goes on to break down the various requirements: PIC, cross-country, etc., but there is no mention of night hours required. Thankfully, some night training is required for the commercial as outlined in section (3)(iii), which requires “one 2-hour cross-country flight in a helicopter in nighttime conditions that consists of a total straight-line distance of more than 50 nautical miles from the original point of departure.” One change from the Private to the Commercial is the 10 hours of solo flight time required for the certificate: “Five hours in night VFR conditions with 10 takeoffs and 10 landings (with each landing involving a flight in the traffic pattern).” If you recall, the solo time (10 hours total) towards the commercial certificate can be done solo or with “10 hours of flight time performing the duties of pilot in command in a helicopter with an authorized instructor on board.” So, in theory, that newly minted commercial pilot who is going to fly tours can have a total of only 8 hours under their belt. Is this enough?
How can applicants — and their instructors — improve this scenario? If an applicant is going to get only the minimum night instruction hours, make it count! Applicants and CFIs need to thoroughly review the ACS for both private and commercial practical exams. In the Private ACS, we find an entire Area of Operation (IX) dedicated to “Night Operations.” Here, you will find nine different “knowledge” areas and only seven different “risk management” areas. The exact same verbiage is found in the Commercial ACS; it is just found under a different Area of Operation: “Preflight Preparation.”
The FAA has provided some great resources for the training of night flight and night operations. Specifically, Chapter 12 of the FAA’s “Helicopter Flying Handbook” is dedicated to “Night Operations,” and it includes everything from visual deficiencies to night scanning techniques to general night flying techniques. The “Aeronautical Information Manual” (AIM) also is an invaluable resource for learning more about night flight.
In today’s world of technology, there are even more ways to enhance understanding. Artificial intelligence, for instance, can be a surprisingly useful study companion. Ask it to “summarize Chapter 12 of the FAA Helicopter Flying Handbook.” The result can serve as a focused study guide, highlighting key concepts that deserve review. While AI should never replace proper instruction or real-world experience, it can certainly reinforce what’s already been taught. Study this material like your life depends on it, grab an experienced night instructor (and your finger light), and get out there and get that nighttime!
Matt Johnson has been an FAA designated pilot examiner for over a decade, conducting exams ranging from Private to ATP and CFI. Additionally, he is a single-pilot IFR air medical captain, Part 135 instructor, and check airman. He can be reached at HelicopterDPE@gmail. com and via Twitter @HelicopterDPE
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