Flight Training - May 2012 - 43

CHECKRIDE

By Bob Schmelzer

FLYING AT NIGHT IS GREAT—IF YOU'RE PREPARED
hen many of today’s more seasoned designated pilot examiners (DPEs) took their private pilot checkrides, there was no requirement to have accomplished any night training. For us, flying at night seemed like a post-checkride afterthought, and a simple night checkout was all it took. Today, pilots preparing for their private pilot certificates must receive a minimum of
three hours of night flight training, including one cross-country flight of at least 100 nautical miles, and 10 takeoffs and landings to a full stop. In addition, the practical test standards specify “Night Operations” as one of the required areas of operation to be tested during the practical test. Unless you are taking your checkride in Alaska in the winter, there is little likelihood that you will accomplish your practical test at night. So how do examiners test the practical application of night flying skills during a daytime checkride? When assigning the cross-country for the Even if a perfect night landing could be accomplished, the DPE won’t observe it, and will instead be limited to assessing through oral testing methods the applicant’s preparations. One of the best ways to prepare is by reading Chapter 10 in the FAA’s Airplane Flying Handbook. This will provide a great foundation for the night flight training already received, and it will reinforce your knowledge base for the oral exam concerning night operations. Properly prepared applicants can confidently discuss the several night illusions

NIGHT OPERATIONS

APPROACHES AND LANDINGS AT NIGHT SHOULD BE FLOWN AT A NORMAL APPROACH ANGLE, NEITHER HIGHER NOR LOWER.
test, the DPE might ask you to plan for a night return. This would lead to a discussion of the additional considerations you should make for the night operation: pilot currency, fuel requirements, VFR minimums, pilot/aircraft equipment, airport lighting, terrain awareness, and obstruction lighting, to name a few. DPEs will also test night-flight knowledge using oral questions designed to establish general knowledge of night operations. Unfortunately, it is during this oral testing that applicants sometimes demonstrate that, beyond night flying skills acquired during their three hours of required flight training, very little additional reading or learning has occurred. pilots might encounter, emphasizing the importance of utilizing electronic glideslopes or visual approach path indicators (VASI or PAPI), when available, as aids during night approaches. The difficulty in judging “distance to” or “height above” the runway at night may be discussed. And you should expect questions on what additional equipment a pilot should carry for night operations, such as flashlights or survival gear. A white light should be used for preflight inspections and a red light for in-flight cockpit illumination. Be sure to bring a good flashlight (or two) that you can operate for the examiner. Knowing how to operate pilot-con-

trolled lighting for airport illumination; the color, appearance, and meaning of the various types of airport lights; your ability to check for specific airport lighting availability in the Airport/Facility Directory (A/FD); and confirming their operational status through notices to airmen (notams) also is important. Requirements for and use of aircraft exterior lighting for collision avoidance is a common topic of discussion. Additional night preflight items might include drawing a thicker, more discernable black line on your navigational chart, and visually checking the ramp area for difficult-to-see taxi hazards prior to engine start. Takeoffs and climbs are more challenging at night, so be prepared to discuss the importance of using the flight instruments to confirm aircraft attitude and a positive climb rate at the desired climb speed—especially when the takeoff and climb are toward particularly dark areas, such as large bodies of water, farmland, or forest. Even cruising over large unlit areas can present problems with orientation and attitude control because of the loss of a visual horizon, demanding effective use of the flight instruments—similar to flight in instrument meteorological conditions. Also be aware that approaches and landings at night should be flown at a normal (daytime-like) approach angle, neither higher nor lower. To round out your preparation for a successful exam, review night emergencies related to engine failure. Most important, maintain control by gliding at the proper pitch attitude/airspeed while heading for an upwind landing; accomplish the engine restart procedures if time permits. Flying at night is great, if you’re properly prepared.
Bob Schmelzer is a Chicago-area designated pilot examiner, a United Airlines captain, and Boeing 777 line check airman. He has been an active flight instructor since 1972.

MAY 2012 FLIGHT TRAINING

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