One tip I would add: a handheld backup radio might be a luxury during the day, but it could mean the difference between landing on a lit runway or an unlit one if you lose comms at night.
If you are VFR, Flight Following is your BEST FRIEND at night!!! ATC vectored me through Bravo airspace and gave my passengers a view of a lifetime over downtown Atlanta.
I commend you sir on a fantastic, informative and well put together video. In a world of aviation TH-camrs posting clickbait and using aircraft crashes as a way to make money, not to mention the plethora of misinformation being spread around by people who shouldn’t be making videos, you have set yourself apart incredibly successfully. Brilliant video!
Very much appreciate your feedback and you checking it out! You have been making such excellent, safety-focused and FUN based content for so long, thank you for all the effort and time you have put into giving back to general aviation!
During my first night cross country with my instructor we found ourselves in clouds. We stayed in the clouds just long enough for him to demonstrate the effects of strobes, then we descended below them. The clouds came out of nowhere. The only indication we were in clouds was the few lights on the ground went black. Nothing but black all around except our position lights. Have to be very careful at night.
Night flying tips: - NOTAMs apply a LOT more at night, with certain runway lights out of service, PCL Unserviceable, taxiway/runway signs/PAPI and VASI out as well. - Use PAPI/VASI lights on final to help with approaching on glide path and set a minimum for yourself (2 white/2 red is the lowest I will be on this approach, otherwise correct it. - Take your time taxiing at night because with less depth perception it will cause a slower reaction time. - Use lights from other airplanes to understand if an airplane exists and/or which way it's facing(away/towards/sideways). - If you can and it doesn't take away too much from your situational awareness, I like to follow exactly where I am on the VFR sectional but turn off the sectional and look at the satellite view but turn on Aeronautical mode on ForeFlight to help with knowing suitable emergency landing locations, this reduces some of the worry of where should I land, even if it's pitch black. - Fly with a full moon if you can help it! :) It lights up the ground pretty well.
Well over 1,000 hours at night here, closing in on 1,500 (Freight, then Medevac). We can't go VFR for more than 25 miles at night- company SOP's. We can pick up IFR in the air vs getting clearance on the ground, and we can cancel in the air IF we have the airport in sight, AND IF we are within 25 NM of the airport of intended landing.. but I ALWAYS stay on the instrument approach as guidance, both lateral and vertical. We also fly in the mountains of Colorado, so you have to bring your A game. Clouds are indeed sneaky at night, but there's no reason to not be on an IFR plan, or at the very least using VFR Flight Following+ following instrument routes. Too many people let night flying be the cause of an accident "JFK Jr comes to mind" when there's perfectly good options that will let you fly safely at night. I personally have mixed feelings about our PPL requirements in the USA. In Europe, their PPL is the equivalent of our PPL+ Instrument, and there's good reason for it. IF you have a PPL and not pursuing your instrument rating, you're not learning and therefore not a good pilot IMHO (you have the WRONG mindset). I've seen pilots with thousands of hours and an ATP die at night, by not following instrument approaches/departures, even in CAVU. Extraneous cabin lighting is one of the most dangerous things that'll kill your night vision- I always keep my cockpit lighting as low as possible, until coming into land at a big airport, then I slowly bring the lighting up, as the ground lights will also erode your night adaptation, and sometimes cause your annunciator panel to go bright further 'blinding' you... No bueno. Altitude? I live at 7,500 feet and regularly climb 14,000 mountains, so I'm well adjusted to around 11,000 feet, sometimes trail running the ridges between 13 and 14K, so I guess I'm lucky in that regards. HOWEVER, before living here, I did notice what you say to be true, first hand: I was flying freight into Wolf Point, MT cruising at 7,000'... thought I was fine... I put O2 on "for the fun of it" and within seconds I could see the airport 40 miles out... took the O2 off and within a minute the airport 'went away!' This can affect even the most fit, so pay attention to the cabin altitude- es muy importante!
Wow, that is some serious experience, thanks very much for sharing! The oxygen at night is just like you described it - I wish there was a way to show the visual clarity and difference not having O2 and then having it. Very happy you shared your real-world experience here, thanks again!
I fly in Colorado regularly as well, and unpressurized up to… 13,999. I checked my O2 levels using my apple watch, which has been tested to show fairly accurate readings. I was at 95% at that altitude, or perhaps above it, allegedly. My home is at 1,000 feet. It definitely affects people very differently. Filing IFR isn’t an option for VFR only aircraft unfortunately. Using flight following works in the mountains sometimes, depending on what altitudes you’re operating at. Sometimes 121.5 is all I’ve got. That and a PLB and now sat comms with the latest iOS update. That works really well actually.
I personally treat all scattered and even reports of few clouds as ceilings at night. If you don't you will end up in a cloud unexpectedly. Also treat areas that have few ground lights for reference as IMC unless you have really good moon illumination. I believe most bird strikes also happen at night below 1000' agl. I've had several small bird strikes at night flying medical helicopters over the years. I've never had one during the day. I try to above 1000' agl as long as the weather allows at night. If there's no icing I'll fly IFR at night, it's the safest way to go.
Thanks, I'm starting to fly at an airport way out in the middle of nowhere where there is basically nothing. When night flying time comes I'll keep this in mind.
Just finished flying from the central US to the central east coast, then up to New England and back in a C182. Some of the arrivals in unfamiliar cities happened at night. I'm not instrument rated but have a ton of recent instrument training toward my certificate. I found that executing practice instrument approaches (heads up, VFR) was a great way to ensure a safe arrival. Instrument approaches truly hold your hand and take you right down to the runway--no "I can't find the airport buried in all these lights." :-)
Flying at night is my favorite! I hate cold weather, but a perk of winter is the additional night flying. Did the Chicago lakeshore flyway last week at night - was super cool seeing the lights while flying below the skyscrapers
The other night I was just hammering away at that pilot controlled lighting and when it worked only sporadically I blamed the lights. Turns out it was just me being an idiot. Nobody actually does a good job demonstrating pcl activation, so thank you for that.
Excellent advice Nathan! My only addition, plan your route at night to overfly more airports and more hospitable terrain. Hate to say but a highway may be a good option to include in your route. While it might not be the best choice for an emergency night landing, you maybe able to see the surrounding terrain better than descending into a black hole.
Highways are often the best choice, especially at night with less traffic. Your biggest threat is signs and wires/cables. Depending on where you are, those two risks may be minimal. In mountainous areas, roads may be your best bet by far.
Some private pilots don't understand exactly how much extra risk a night flight adds, sure it can be beautiful but risks go way up at night & if one has high terrain, a black hole, weather, or towers & guy wires, just because they should have lights doesn't mean they do. Dad was a charter pilot in northern Canada, there in winter it's mostly always night, he had a engine failure at night/low altitude in a Helio Courier with a landing light flush under the wing, one switch brings the light down a 2nd switch turns it on, the light needs to be aimed but he didn't have time to aim it. It pointed up for his landing not ideal, he was over a frozen lake he couldn't judge his height, flared too high, damage was just the landing gear. Night vision is best if you don't look directly at what you need to see, you won't see everything either. Situational awareness is less in darkness... more risk. If you are tired your eyes don't see as well, this is a fact, understand and train for the risks, don't stack risk on top of risk. The Lance pilot has been derided for his mistakes, the lesson is it's easy for a mistake be fatal at night, be prepared, manage those extra risks.
The Helio Couriour is the best airplane to be in for that situation. Most others would be fatal to flare too high. Not having leading-edge slats, its best to establish VminSink (aprox Vx) and just land no-flare. It will be survivable and the airplane will likely also be reparable. In a C182 this is less than 900fpm descent rate. Probably only a 3g impact.
@@Triple_J.1 Yes, that would be a safe approach, avoiding a stall is important. Dad flew from 1955 till 1996 floats, ski's & light twin's he said he averaged one engine stoppage per year over his career, often a fuel issue, ice crystals, or rust from a barrel or one time in a '55 Cessna 180 a screw vibrated loose in the carb, it was -40 over the tundra he landed pulled the cowl found the problem was flying again in a few hours, incidentally a dog team stopped to see if he was ok hundreds of mile from anywhere. Of the Helio incident he felt the reason for the damage was he didn't land wings level thus one gear leg didn't spread out instead bent some tubing. It was repaired shortly after. The Helio is the plane to be in if the engine stops I agree, probably the best even.
Love the practical insights! Did a 3 hour night cross country leg and stayed at 9000±500 l and flew within gliding distance from a runway or a lit roadway. My peace of mind was the best reward for the extra planning hassle.
Having an AA Mag-Lite on a lanyard around the neck makes sure that it's always quick and easy to get. Launching off a rural runway with little, or no ambient ground lighting, especially with an overcast, or no moon, can be very disorienting, even if conditions would otherwise qualify as solid VFR.
I use a dimmable LED light attached to my headset microphone so that the light shines, hands free, where ever I happen to be looking in the cockpit. Highly recommended!!!
This is great advice! If I could add one thing it would be to be careful on your walk arounds at night. I’ve walked into wing struts, pitot tubes, and stall tabs. I’ve got the scars to prove it😅
Great video. Thanks There are are so many issues with night flying. Our goal as pilots is risk mitigation. Why even fly at night. U always have a choice to wait.
0.36% of my flying is logged as "night" and this is still super valuable. 5:10 wendy! We had someone point out the studies that show the red/night vision thing is almost completely a myth. I'm not willing to die on that hill though.
@@excellenceinanimation960 awesome, I appreciate it! Hope the training and flying is going well! Let me know if there are things you wonder about as someone in their journey to private pilot, and if I can help answer something, I’d be happy to do so. Safe flying out there ✅✅
Good words of wisdom. I have about 5000h of professional flying at night and I would like to respectfully advise, it’s better for your health to be sleeping. If you must go flying at night, yours is good advice, and 😎 (for the sunrise).
I love flying at night Traffic: When flying at night I knew traffic was there and coming to my left from my instruments but all I could see is the beacon light and then when this only it got closer.
Be careful when flying at night over unpopulated areas or body of water. Sometimes it is super dark. Can’t see anything. I had a scary moment while crossing a body of water during a smoky summer (wildfire season). The smoke blocked all the city lights around me. Total blackout
I love flying at night, though it's been a while for me. Hoping to get night current again soon. I'd never heard that statistic about hypoxia setting in at 5k over where you're acclimatized. Interesting
Unless one is fleeing the zombie apocalypse or needs to meet FAR experience for a certificate or rating, no need to fly Part 91 at night in SE piston airplane. Save it for the sunrise instead.
And what do you suppose I, or any other single engine pilot is supposed to tell our employers? “Some guy on the internet said flying ASEL in night VFR is bad, so I’m not doing it?”
@@VictoryAviationHopefully if someone took a job that requires flying VFR at night in a SE piston powered airplane, they understood the risk. I'm taking about those flying for pleasure, when they fly to Gramdma's house for Thanksgiving dinner, there is no good reason to do it VFR at night in a SE piston powered airplane. Anyone struggling with risk assessment, FAAST has an excellent online FRAT tool.
One tip I would add: a handheld backup radio might be a luxury during the day, but it could mean the difference between landing on a lit runway or an unlit one if you lose comms at night.
If you are VFR, Flight Following is your BEST FRIEND at night!!! ATC vectored me through Bravo airspace and gave my passengers a view of a lifetime over downtown Atlanta.
I commend you sir on a fantastic, informative and well put together video. In a world of aviation TH-camrs posting clickbait and using aircraft crashes as a way to make money, not to mention the plethora of misinformation being spread around by people who shouldn’t be making videos, you have set yourself apart incredibly successfully. Brilliant video!
Is it bad that I read this in exactly your voice tone and inflection, Lewis? lol 😂
@@NorthwestAeronaut All this tells us is that you've watched way too many of my videos..... I love it 😂
Very much appreciate your feedback and you checking it out! You have been making such excellent, safety-focused and FUN based content for so long, thank you for all the effort and time you have put into giving back to general aviation!
Lewis, coming from you that means a lot! Nathan is one of the top CFI’s in our club at LZU.
During my first night cross country with my instructor we found ourselves in clouds. We stayed in the clouds just long enough for him to demonstrate the effects of strobes, then we descended below them. The clouds came out of nowhere. The only indication we were in clouds was the few lights on the ground went black. Nothing but black all around except our position lights. Have to be very careful at night.
Night flying tips:
- NOTAMs apply a LOT more at night, with certain runway lights out of service, PCL Unserviceable, taxiway/runway signs/PAPI and VASI out as well.
- Use PAPI/VASI lights on final to help with approaching on glide path and set a minimum for yourself (2 white/2 red is the lowest I will be on this approach, otherwise correct it.
- Take your time taxiing at night because with less depth perception it will cause a slower reaction time.
- Use lights from other airplanes to understand if an airplane exists and/or which way it's facing(away/towards/sideways).
- If you can and it doesn't take away too much from your situational awareness, I like to follow exactly where I am on the VFR sectional but turn off the sectional and look at the satellite view but turn on Aeronautical mode on ForeFlight to help with knowing suitable emergency landing locations, this reduces some of the worry of where should I land, even if it's pitch black.
- Fly with a full moon if you can help it! :) It lights up the ground pretty well.
Well over 1,000 hours at night here, closing in on 1,500 (Freight, then Medevac). We can't go VFR for more than 25 miles at night- company SOP's. We can pick up IFR in the air vs getting clearance on the ground, and we can cancel in the air IF we have the airport in sight, AND IF we are within 25 NM of the airport of intended landing.. but I ALWAYS stay on the instrument approach as guidance, both lateral and vertical. We also fly in the mountains of Colorado, so you have to bring your A game. Clouds are indeed sneaky at night, but there's no reason to not be on an IFR plan, or at the very least using VFR Flight Following+ following instrument routes. Too many people let night flying be the cause of an accident "JFK Jr comes to mind" when there's perfectly good options that will let you fly safely at night. I personally have mixed feelings about our PPL requirements in the USA. In Europe, their PPL is the equivalent of our PPL+ Instrument, and there's good reason for it. IF you have a PPL and not pursuing your instrument rating, you're not learning and therefore not a good pilot IMHO (you have the WRONG mindset). I've seen pilots with thousands of hours and an ATP die at night, by not following instrument approaches/departures, even in CAVU.
Extraneous cabin lighting is one of the most dangerous things that'll kill your night vision- I always keep my cockpit lighting as low as possible, until coming into land at a big airport, then I slowly bring the lighting up, as the ground lights will also erode your night adaptation, and sometimes cause your annunciator panel to go bright further 'blinding' you... No bueno.
Altitude? I live at 7,500 feet and regularly climb 14,000 mountains, so I'm well adjusted to around 11,000 feet, sometimes trail running the ridges between 13 and 14K, so I guess I'm lucky in that regards. HOWEVER, before living here, I did notice what you say to be true, first hand: I was flying freight into Wolf Point, MT cruising at 7,000'... thought I was fine... I put O2 on "for the fun of it" and within seconds I could see the airport 40 miles out... took the O2 off and within a minute the airport 'went away!' This can affect even the most fit, so pay attention to the cabin altitude- es muy importante!
Wow, that is some serious experience, thanks very much for sharing! The oxygen at night is just like you described it - I wish there was a way to show the visual clarity and difference not having O2 and then having it. Very happy you shared your real-world experience here, thanks again!
Many operators do not allow VFR at night. Good policy. Best way to avoid a night accident is don't fly at night. So easy for those at highest risk.
I fly in Colorado regularly as well, and unpressurized up to… 13,999. I checked my O2 levels using my apple watch, which has been tested to show fairly accurate readings. I was at 95% at that altitude, or perhaps above it, allegedly.
My home is at 1,000 feet. It definitely affects people very differently.
Filing IFR isn’t an option for VFR only aircraft unfortunately. Using flight following works in the mountains sometimes, depending on what altitudes you’re operating at. Sometimes 121.5 is all I’ve got. That and a PLB and now sat comms with the latest iOS update. That works really well actually.
I love flying at night. Easier to see traffic too. ForeFlight with terrain awareness is a must have though!
Nathan, this is a great "night flight" training lesson. My main concern with night flying is finding a place to land in emergencies.
Multi-lane divided highway. Land on the string of red lights. They have airbags.
I personally treat all scattered and even reports of few clouds as ceilings at night. If you don't you will end up in a cloud unexpectedly. Also treat areas that have few ground lights for reference as IMC unless you have really good moon illumination. I believe most bird strikes also happen at night below 1000' agl. I've had several small bird strikes at night flying medical helicopters over the years. I've never had one during the day. I try to above 1000' agl as long as the weather allows at night. If there's no icing I'll fly IFR at night, it's the safest way to go.
Thanks, I'm starting to fly at an airport way out in the middle of nowhere where there is basically nothing. When night flying time comes I'll keep this in mind.
Just finished flying from the central US to the central east coast, then up to New England and back in a C182. Some of the arrivals in unfamiliar cities happened at night. I'm not instrument rated but have a ton of recent instrument training toward my certificate. I found that executing practice instrument approaches (heads up, VFR) was a great way to ensure a safe arrival. Instrument approaches truly hold your hand and take you right down to the runway--no "I can't find the airport buried in all these lights." :-)
Flying at night is my favorite! I hate cold weather, but a perk of winter is the additional night flying. Did the Chicago lakeshore flyway last week at night - was super cool seeing the lights while flying below the skyscrapers
That is on my list of skyline routes to fly - sounds awesome!
The other night I was just hammering away at that pilot controlled lighting and when it worked only sporadically I blamed the lights. Turns out it was just me being an idiot. Nobody actually does a good job demonstrating pcl activation, so thank you for that.
Excellent advice Nathan! My only addition, plan your route at night to overfly more airports and more hospitable terrain. Hate to say but a highway may be a good option to include in your route. While it might not be the best choice for an emergency night landing, you maybe able to see the surrounding terrain better than descending into a black hole.
Highways are often the best choice, especially at night with less traffic. Your biggest threat is signs and wires/cables. Depending on where you are, those two risks may be minimal. In mountainous areas, roads may be your best bet by far.
When flying over terrain or over water or at night inspires a condition in your ears called Auto-Rough.
Some private pilots don't understand exactly how much extra risk a night flight adds, sure it can be beautiful but risks go way up at night & if one has high terrain, a black hole, weather, or towers & guy wires, just because they should have lights doesn't mean they do. Dad was a charter pilot in northern Canada, there in winter it's mostly always night, he had a engine failure at night/low altitude in a Helio Courier with a landing light flush under the wing, one switch brings the light down a 2nd switch turns it on, the light needs to be aimed but he didn't have time to aim it. It pointed up for his landing not ideal, he was over a frozen lake he couldn't judge his height, flared too high, damage was just the landing gear.
Night vision is best if you don't look directly at what you need to see, you won't see everything either. Situational awareness is less in darkness... more risk.
If you are tired your eyes don't see as well, this is a fact, understand and train for the risks, don't stack risk on top of risk.
The Lance pilot has been derided for his mistakes, the lesson is it's easy for a mistake be fatal at night, be prepared, manage those extra risks.
The Helio Couriour is the best airplane to be in for that situation.
Most others would be fatal to flare too high. Not having leading-edge slats, its best to establish VminSink (aprox Vx) and just land no-flare. It will be survivable and the airplane will likely also be reparable. In a C182 this is less than 900fpm descent rate. Probably only a 3g impact.
@@Triple_J.1 Yes, that would be a safe approach, avoiding a stall is important.
Dad flew from 1955 till 1996 floats, ski's & light twin's he said he averaged one engine stoppage per year over his career, often a fuel issue, ice crystals, or rust from a barrel or one time in a '55 Cessna 180 a screw vibrated loose in the carb, it was -40 over the tundra he landed pulled the cowl found the problem was flying again in a few hours, incidentally a dog team stopped to see if he was ok hundreds of mile from anywhere.
Of the Helio incident he felt the reason for the damage was he didn't land wings level thus one gear leg didn't spread out instead bent some tubing. It was repaired shortly after. The Helio is the plane to be in if the engine stops I agree, probably the best even.
Love the practical insights! Did a 3 hour night cross country leg and stayed at 9000±500 l and flew within gliding distance from a runway or a lit roadway. My peace of mind was the best reward for the extra planning hassle.
Having an AA Mag-Lite on a lanyard around the neck makes sure that it's always quick and easy to get. Launching off a rural runway with little, or no ambient ground lighting, especially with an overcast, or no moon, can be very disorienting, even if conditions would otherwise qualify as solid VFR.
I use a dimmable LED light attached to my headset microphone so that the light shines, hands free, where ever I happen to be looking in the cockpit. Highly recommended!!!
This is great advice!
If I could add one thing it would be to be careful on your walk arounds at night. I’ve walked into wing struts, pitot tubes, and stall tabs. I’ve got the scars to prove it😅
You’re right, that’s a good one to add to the list! Same here!
Great video. Thanks There are are so many issues with night flying. Our goal as pilots is risk mitigation. Why even fly at night. U always have a choice to wait.
0.36% of my flying is logged as "night" and this is still super valuable.
5:10 wendy!
We had someone point out the studies that show the red/night vision thing is almost completely a myth. I'm not willing to die on that hill though.
You just earned a sub. Student pilot here i love informational videos loke this. Right ot the point and good info thanks.
@@excellenceinanimation960 awesome, I appreciate it! Hope the training and flying is going well! Let me know if there are things you wonder about as someone in their journey to private pilot, and if I can help answer something, I’d be happy to do so. Safe flying out there ✅✅
Great video, and thanks for the shout out! 🙌🏻🙌🏻🙌🏻
@@NorthwestAeronaut I have so many people comment about your pacing during the PCL demo - they love it! (I do too, thanks again!)
I got recommended this video through the CFI study group and I’m glad for it! Great video, informative and engaging.
I appreciate the feedback, and glad you are getting good stuff out of the CFI study group!
Flying at night is about my most favorite time!
Good words of wisdom. I have about 5000h of professional flying at night and I would like to respectfully advise, it’s better for your health to be sleeping. If you must go flying at night, yours is good advice, and 😎 (for the sunrise).
Great tips, thank you!
Great video
👍✅ Great video and important info, Tks Nathan👏
I love flying at night
Traffic: When flying at night I knew traffic was there and coming to my left from my instruments but all I could see is the beacon light and then when this only it got closer.
Be careful when flying at night over unpopulated areas or body of water. Sometimes it is super dark. Can’t see anything. I had a scary moment while crossing a body of water during a smoky summer (wildfire season). The smoke blocked all the city lights around me. Total blackout
At night at altitude will have haze in Atlanta
I love flying at night, though it's been a while for me. Hoping to get night current again soon.
I'd never heard that statistic about hypoxia setting in at 5k over where you're acclimatized. Interesting
I flew 50 hrs of twin time in three weeks
For me, best tip for flying at night is to not fly at night
Unless one is fleeing the zombie apocalypse or needs to meet FAR experience for a certificate or rating, no need to fly Part 91 at night in SE piston airplane. Save it for the sunrise instead.
And what do you suppose I, or any other single engine pilot is supposed to tell our employers? “Some guy on the internet said flying ASEL in night VFR is bad, so I’m not doing it?”
@@VictoryAviationHopefully if someone took a job that requires flying VFR at night in a SE piston powered airplane, they understood the risk.
I'm taking about those flying for pleasure, when they fly to Gramdma's house for Thanksgiving dinner, there is no good reason to do it VFR at night in a SE piston powered airplane.
Anyone struggling with risk assessment, FAAST has an excellent online FRAT tool.
My night flying tip: Dont fly at night!
Great video