Does night currency count for day currency?

Discussion in 'Hangar Talk' started by SkyHog, Mar 16, 2009.

  1. SkyHog

    SkyHog Touchdown! Greaser!

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    I know day currency certainly doesn't count for night currency, but what about the other way around?

    Similarly, does taildragger currency count for non-TD currency?
     
  2. Tristar

    Tristar Pattern Altitude

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    According to how I understand the FARs night currency transfers to day. 61.57 does not specify that these landings must take place during the day in order for you to be day current. It just says that you must have three take offs and landings within the preceding 90 days, must be sole manipulator, same category/class/type etc. The night exception is a different part and thus must be separated. Night is clearly defined as 1 hour after sunset to 1 hour before sunrise. There is a couple things to keep in mind, landings at night must be to a full stop no matter what you fly. However, to be current in your taildragger, you still must have 3 takeoffs and landings to a full stop. This leads me to your next question: "does taildragger count for non-taildragger currency?" Part 61.57b says nothing about your night landings having to be in accordance to whether your airplane is a taildragger or tri-gear, it just says it must be the same category, class and type. Therefor if you have done three stop and goes in your cub in the preceding 90 days and 3 full stop landings in your 172 at night, you're free to take passengers at night in your piper cub. One last thing, just because you came back from a trip and day has turned to night, you do 3 full stops, it doesn't mean your'e current. You must have 3 take offs at night as well.

    Of course keep in mind, you can take off after 10 years, for example, and have no recent flight experience and be perfectly legal flying by yourself...I dont advise it though.
     
    Last edited: Mar 16, 2009
  3. Ted DuPuis

    Ted DuPuis Administrator Management Council Member

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    Provided you've had your flight review (or something else that qualifies such as a new rating) within the past 24 months and have a current medical, so you would have at least had some sort of recent flight experience within the past 24 months. I can't say it seems like a good idea to have not flown for 23 months and then go do your 3 touch-and-gos to get current and then go on a trip, though. :)
     
  4. Capt. Geoffrey Thorpe

    Capt. Geoffrey Thorpe Touchdown! Greaser!

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    Ya gotta start somewhere. But, yea, just because it's legal...

    3 full stops with conventional gear at night gets you current for night and day, and also for airplanes with the tailwheel on the wrong end.
     
  5. SkyHog

    SkyHog Touchdown! Greaser!

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    So then - 3 full stops/takeoffs in a taildragger at night kills all three at once, right?
     
  6. Greebo

    Greebo N9017H - C172M (1976)

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    Correct, but it's a one directional application for both. Night counts for day, TD counts for Trike.
     
  7. t0r0nad0

    t0r0nad0 Pattern Altitude

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    For the purposes of the light GA aircraft that the likes of us fly, yes.

    Now that your question is answered, I'm going to flood the thread with more info that doesn't really apply to the original poster's question, as we are wont to do on this forum:

    If the aircraft you're flying requires a type rating, you must have 3 takeoff's/landings within 90 days in that type to be current. Meaning that you can't do 3 night stop & go's in your Husky and then go jump in a Citation PiperJet/Cirrus SJ50 Vision that you haven't flown for 4 months and take passengers. Likewise, if you fly a Citation PiperJet/Cirrus SJ50 Vision daily, but you haven't flown your Husky for more than 3 months, you need to go do 3 stop & go's before you can take passengers in it. On the other hand, if you fly a B-17 on a regular basis and do 3 night takeoffs and landings to a full stop, that takes care of your currency for day and night flight with passengers for any taildragger and trike, so long as a type rating is not required.

    Now, I have a separate question... if you do 3 takeoffs/landings in a AMEL, are you current for ASEL too?
     
    Last edited: Mar 16, 2009
  8. Everskyward

    Everskyward Administrator Management Council Member

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    That has more to do with the fact that the Citation is multiengine and the Husky is single engine than the fact that you need a type rating to fly the Citation. If you substituted an Aztec for the Husky you would be OK.
     
  9. Ted DuPuis

    Ted DuPuis Administrator Management Council Member

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    No, because it is a different category and class of aircraft. Currency is for category and class. If a type rating is required, they need to be in that type. But, as I understand it, if I have a type rating in a Lear 24 and do my 3 required takeoffs and landings, I am then current in the Aztec since they are both multi engine land aircraft. I am not current in the Lear if I do 3 takeoffs and landings in the Aztec.

    Tailwheels are still same category and class as their tricycle gear counterparts, hence why that works.

    So, let's say after having not flown anything for 100 days, I get a call at 9 PM for an emergency puppy rescue (stranger things have happened). I get home at 4 AM, having made three night take-offs and landings. I'm now night (and day) current in the Aztec.

    A week later, I get a visit from a friend who I want to take flying. Since this is a pleasure flight and this person's first time in a small plane, I figure I'll take the Archer, no need to burn 28 gph. No can do until I've done my 3 take-offs and landings. So, if you fly a B-17 regularly (in which case I'm very jealous), you still can't fly your Piper Cub with passengers until you go up and do your 3 stop-and-gos.

    I have a few friends who are multi engine current, but haven't been single engine current in years.
     
    Last edited: Mar 16, 2009
  10. Ted DuPuis

    Ted DuPuis Administrator Management Council Member

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    Beat me to it! ;)
     
  11. t0r0nad0

    t0r0nad0 Pattern Altitude

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    Oops! You're right... scratch Citation and insert PiperJet instead or Cirrus Vision instead.

    Understood... thanks!
     
  12. Everskyward

    Everskyward Administrator Management Council Member

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    I would be one of them.

    I went about 8 years without being single-engine current until I took some aerobatic lessons a couple years ago. Now I am almost two years out of single-engine currency again.
     
  13. Everskyward

    Everskyward Administrator Management Council Member

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    There can be some weird loopholes, though. I have a helicopter rating but I have not flown one in 10 years. I also have a current FR in a multiengine airplane. That means that I can legally go out an solo a helicopter. This would not be a good idea. :no:
     
  14. flyingcheesehead

    flyingcheesehead Touchdown! Greaser!

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    But if you had a 172 instead of a Husky, you'd be good to go... The only reason the SJ50 or PiperJet wouldn't count for the Husky is that they're not taildraggers.

    Nope:

     
  15. jpflys

    jpflys Pre-takeoff checklist

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    But, Most tail draggers are 2 seaters, so the most that would killed is 2. ( unless you hit a school bus ):yesnod:
     
  16. Tristar

    Tristar Pattern Altitude

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    Technicalities... :)
     
  17. Ted DuPuis

    Ted DuPuis Administrator Management Council Member

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    Sure enough! I'd forgotten that you don't fly singles much at all. I was thinking of a few folks around here who fly some of the twins. One guy I know has an Aztec and also flies a Navajo. He has his ATP-AMEL-IA and PP-ASEL-IA, hasn't flown a single (or had a need to) in years, although I don't know how many years that is. Certainly less of a jump between an Aztec/Navajo and a Cherokee than a Citation and a 172. :)
     
  18. Ted DuPuis

    Ted DuPuis Administrator Management Council Member

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    Indeed! But as Mari points out...

    I hadn't thought about that at all. That definitely would not be a good idea. :no:

    Even if I jump in the Archer, a plane that I have about 140 hours in, having flown the Mooney and the Aztec just about exclusively for the past 6 months, I notice that flying the Archer is not as good as I think it ought to be for the first few minutes. Certainly it is not as precise as when the Archer was the only plane I flew. It comes back quickly and I'm not unsafe, but I still notice the difference. If nothing else, it doesn't take long of me flying the Aztec to the hop in the Mooney, put the power forward for takeoff, and wonder "What's wrong with this thing?!" as its takeoff roll and climb performance are significantly less than the Aztec's.