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Stan Gosnell wrote
But it could just as easily be forbidden. It's forbidden for recreational pilots. Could be, perhaps should be, but it isn't. But my point is that it's not an oversight - clearly the issue of forbidding it at certain certificate levels came up, and was considered. It's clearly not a matter of "nobody thought about it, thus nobody thought to forbid it." Any logic in the FARs is purely coincidental and completely unintended. Lots of things in the regulations are illogical. As little respect as I have for the FAA, I think that's a bit overboard. There is some attempt made to acieve some sort of goals with the regulations. There is a fair amount of logic there, though it is often flawed. Once near the airport (which is presumably lit) you can transition back to visual references, and an instrument approach will not be required. Maybe, but you have to get there safely, and it's an undeniable fact that too many pilots don't get to the airport safely. Define too many. My understanding is that accidents like the Kennedy fiasco are relatively rare, and an instrument rating seems to make little difference. Most night accidents are the usual stuff - botched takeoffs and landings. Meanwhile, night flight goes on. Most pilots I know locally have done the Houston-New Orleans run at night, and that might as well be over water. I think the people losing control are a tiny minority - most pilots can handle it. I agree that night flying anywhere is more demanding, and that is why most countries don't allow night VFR. I don't know about most countries. Canada and the UK allow it subject to a night rating - which is, surprise - mostly focused on basic attitude instrument flying. My understanding is that the situation is substantially similar in Australia, Western Europe, and generally every civilized country where GA exists in any significant amount. As for helicopters, it's no different than for airplanes - the philosophy is to let people kill themselves if they want. Many helicopters have more instrumentation, and more stability, than most small airplanes. Really? Many helicopters? How many of those are rentals or privately-owned pilot-flown pleasure craft? Based on everything I've ever heard from those who fly both fixed wing and helicopters, most trainer helicopters are a lot less stable and a lot harder to control on instruments than most trainer airplanes. Are you suggesting this isn't true? The problem is pilot judgement - as always. Well, can't argue with that... Michael |
#43
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"Michael" wrote in message om... Define too many. My understanding is that accidents like the Kennedy fiasco are relatively rare, and an instrument rating seems to make little difference. Most night accidents are the usual stuff - botched takeoffs and landings. Meanwhile, night flight goes on. Most pilots I know locally have done the Houston-New Orleans run at night, and that might as well be over water. I think the people losing control are a tiny minority - most pilots can handle it. April 5, 2000 The Black Hole Approach: Don't Get Sucked In! Whether you fly a piston single or a heavy jet, a long straight-in approach at night over featureless terrain is a well-proven prescription controlled flight into terrain. AVweb's Linda Pendleton examines the optical illusions involved, and offers suggestions for making sure that you don't become a thing that goes bump in the night. http://www.avweb.com/news/airman/182402-1.html |
#44
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