Night time can legally be logged when a flight occurs
between the end of evening civil twilight and the beginning of morning
civil twilight, as published in the American Air Almanac in accordance
with FAR 1.
In accordance with FAR 61.57b, no person may act as pilot in command of
an aircraft carrying passengers during the period beginning 1 hour after
sunset and ending 1 hour before sunrise, unless within the preceding 90
days that person has made at least three takeoffs and three landings to a
full stop during the period beginning 1 hour after sunset and ending 1
hour before sunrise. That person must be the sole manipulator of the
controls and the landings and takeoffs performed in an aircraft of the
same category, class and type.
Even though the aircraft does not know whether it is day or night,
pilots usually experience an increased level of anxiety during night
flying than day flying. One major reason for this is the fact that we are
diurnal animals, not nocturnal animals. We normally sleep at night and our
eye sight is best during the day.
We lose our cone vision (center vision) at night which is our night
blind spot. We have to rely on our rod vision (peripheral vision) using
scanning techniques and off-center viewing. Using our peripheral vision
degrades our visual acuity (something less than 20/20) and depth
perception.
If a VASI is not available for a night approach, the approach is
usually executed on the steep side to avoid obstacles. Whether you are
flying an airplane or helicopter, a shallow to normal approach into a
black hole has resulted in landing short, causing a number of accidents.
Keep in mind that a steep approach in an airplane may result in a greater
landing distance because of landing further down the runway and/or landing
with a little more speed than normal.
In a helicopter, be careful of settling with power and /or requiring
more power to terminate the approach than normal. Landing lights burn out
at times and it would be wise to practice a few no landing light
approaches under controlled conditions. This would give you some
experience in what to expect from a no landing light approach and landing
from your aircraft.
Cockpit lighting should be at a level that does not require you to
strain to see the instruments, but dim enough to help you retain your
night vision. Be familiar enough with the cockpit switchology that you do
not need to search around for a switch under reduced light conditions.
Beside having a flashlight with extra batteries, it is always good
insurance to invest in a couple of chemical light sticks as back up.
You are more susceptible to visual illusions at night and a good
instrument scan with proper outside scanning will reduce the possibility
of illusions or vertigo. Keep up your instrument proficiency. At night, it
is easy to inadvertently go IMC or lose the horizon.
Night flight does not have to become night fright.
Dennis Dura, D.P.E.
