Dark Night Departures

[Marauder]

I'm curious about your "external antenna mounted on the windscreen". Describe that setup - that is probably where the reception issue was. (It usually is.) It costs a bit more, but we always used an existing airframe mounted external antenna and ran coax up to the cockpit and left it coiled in a chart pocket - out of the way until / unless it is needed. You'll never get much range out of a handheld's transmitter, one watt isn't a lot, but it works well enough in the terminal area.

He probably is using one of these for his brand of radio:

http://www.aircraftspruce.com/catalog/avpages/radioantennakit.php?clickkey=4848

I have a version of one of these in my plane. It allows me to connect my handheld to one of the plane's Comm extra antenna:

http://www.aircraftspruce.com/catalog/avpages/icomswitchbox.php?clickkey=265463

[WardHolbrook]

He probably is using one of these for his brand of radio:

http://www.aircraftspruce.com/catalog/avpages/radioantennakit.php?clickkey=4848

I have a version of one of these in my plane. It allows me to connect my handheld to one of the plane's Comm extra antenna:

http://www.aircraftspruce.com/catalog/avpages/icomswitchbox.php?clickkey=265463

Those suction cup mounts would probably be, hummmm... how should I say it..."less than ideal". I like the way you did it, that's essentially the way we've done it, over the years, on our airplanes. Here's a link that covers some of the issues involved.

 

http://www.xcomavionics.com/education/XCOM-Aerial-Dummies-Guide.pdf

 

Handhelds are worth having, not only as backups, but for doing things like getting your clearance prior to engine start. But, they do need a GOOD antenna to be usable as a backup.

[rockydoc]

I'm curious about your "external antenna mounted on the windscreen". Describe that setup - that is probably where the reception issue was. (It usually is.)  It costs a bit more, but we always used an existing airframe mounted external antenna and ran coax up to the cockpit and left it coiled in a chart pocket - out of the way until / unless it is needed. You'll never get much range out of a handheld's transmitter, one watt isn't a lot, but it works well enough in the terminal area.     

Included with the portable radio was a small antennae with a suction cup that mounted on the inside of the windscreen and connected to the antennae jack on the radio.  Totally useless when attempting to contact ATC.

[rockydoc]

A logical solution for an important problem.  Thanks for sharing.

Rocky

[mooniac15u]

One problem that you face when loosing panel lights at night is how to hold the flashlight on the instruments. I sticked Velcro strips underneath the glare shield in front of the instruments and on around a 3" LED flashlight. Use the carpet texture velcro on the glare shield and the rough one on the flashlight. This way you can stick the flashlight on the side carpet/panel when working underneath the panel, very handy.

When I fly at night at temps 40F or lower I keep the pitot heat on. You can get sudden icing when going into clouds without seeing them. First time it happened to me the plane started shaking, the airspeed dropped and the overhead warning alarm came on. I though I was in a stall and pitched down slightly but no increase in air speed. The shaking was due to prop icing, the airspeed drop was due to pitot icing and the overhead alarm was actually the gear alarm that comes on when at low speed and gear up. I looked into the wing with the flashlight and turned on the landing light and confirmed icing on the plane. In less than a minute there was 1/2" ice build up in front of the leading edge. The M20J held up altitude very well but lost at least 10 knots. due to icing. I carried the ice for over an hour all the way to Olathe, KS. Unlike daytime at night there is no sunshine to melt the ice when out of the clouds. A lesson well learned.

If you loose COM the cell phone is an option. Have the FSS and home airport number in memory. I used it once when the mic cord broke off the connector. It work out very well with KFXE.

José

I keep an LED headlamp in my flight bag. Easily slips on under the headphones and even has a built in red filter. It is hands free and provides illumination wherever I am looking. You can pick one up in the camping section at any sporting goods store.

[chrisk]

I keep an LED headlamp in my flight bag. Easily slips on under the headphones and even has a built in red filter. It is hands free and provides illumination wherever I am looking. You can pick one up in the camping section at any sporting goods store.

+1

[triple8s]

I have a small led flashlight that is the size that holds one AAA battery and it slips under the headset, for a red filter (yes I was in a pinch) I had some cinnamon candy the kind in the red plastic wrapper, I used it for the filter with a rubber band to hold it one. I later trimmed it and put it on permenantly.

[rockydoc]

When night flying VFR with flight following and experience a total electrical failure (no transponder, no radios, no strobe, no marker lights), how could you enter and land at an airport in Class B airspace, without having to declare an emergency afterwards and thus avoid interaction with the FAA?

[chrisk]

Sounds like an emergency to me, since you have no way to turn on the lights at an airport.   With that said, all emergencies are not the same.  If you passed 5 airports where the lights are known to be on, you have 4 hours of fuel left, and the visibility is unlimited, but choose to land at JFK, you might have to do some explaining. 

[rockydoc]

Sounds like an emergency to me, since you have no way to turn on the lights at an airport.   With that said, all emergencies are not the same.  If you passed 5 airports where the lights are known to be on, you have 4 hours of fuel left, and the visibility is unlimited, but choose to land at JFK, you might have to do some explaining. 

So the question is in two parts:  1) how to do it correctly (in compliance with FARs); and 2) how to do it without it being catagorized by the FAA as an emergency?

[Hank]

Why does it matter if it is called an "Emergency" during or after the fact? I don't understand the concern.

[David Mazer]

Hank must never of had the pleasure of dealing with the FAA before.  I had a drop in oil pressure on downwind and asked to cut in front of a student on a typical student pattern (looong legs).  Despite not declaring an emergency, they rolled the trucks.  When they spoke to me at my hangar they asked a single question - how much fuel was on board.  Really?  That is the important question?  Turns out the FAA believes if you claim an oil pressure issue you really are out of fuel and don't want to admit it.  Fortunately, I had a full tank but the idea of declaring an emergency or telling ATC something that might be construed as an emergency is something I strongly avoid.  Terrible advise, I know, and contrary to everything the FAA should be doing but the stupid government gets confused on what is right from what is bureaucratic.

 

So, Hank, it matters because of the pain we go through for declaring an emergency.

[DonMuncy]

I recently had a simultaneous vacuum pump and cylinder failure while between cloud layers. I declared an emergency, got help getting down through the clouds and landed uneventfully at a nearby airport. The FAA called, asked me what had happened and the telephone number of the A&P who was making the repairs.

At the time I was a little miffed that they apparently were questioning my need to declare, as I had always been led to believe you should declare at the slightest provocation and the FAA would not hassle you.

After further contemplation, I think that they probably need to make some cursory evaluation, to keep us at least a little honest.

I never heard anything else from them.

My take is that the hassle is well worth it if there is any reason to think you might bend your plane or yourself. 

[rockydoc]

Come on guys.  Help me out here.  Personally, I don't want to involve the FAA in anything that I can avoid.  That's my personal preference.  If you want to declare and emergency and/or involve the FAA in your life, that's your choice.  But, again, help me out here.  Give me some input to my two part question.  1)  How to do it.  2)  How to do it and not generate interest from the FAA by having to explain my actions or declare an emergency after the fact (since I can't do it over a dead radio).  Thanks

[carusoam]

See if I understand the situation...

1) plane has everything but electric power...

2) class B airport is near by

3) class C or D are within reasonable distance

4) what is the emergency?

5) showing up un-announced at an NYC class B will potentially create more of an emergency situation.

6) unless it is 3:00 am, you will be fitting into a continuous line of commercial jet traffic that is engineered to have no extra space.

7) A GA airplane without electricity is probably not an emergency. Uncomfortable, yes. Emergency, no...

8) Showing up at a class B airport without electricity and no back-up systems would be improper.

9) select a better option and go with it...

10) are there any better options? Is it an emergency?

Rocky,

I am not seeing the emergency. You may need to bring me up to speed if I am missing it.

There is specific training/procedures on how to handle lost com in relation to your flight plan where the options are pretty clear on what ATC expects...

The world has moved on. Planes that fly IFR at night have dual radios, dual batteries, and some have dual alternators...

Some people carry spare portable radios and led lights on top of that.

Don't create your own emergency by not being prepared....?

Keep in mind, I am not an instructor or IFR current....I am a PP and do not fly at night...

Best regards,

-a-

[chrisk]

Come on guys.  Help me out here.  Personally, I don't want to involve the FAA in anything that I can avoid.  That's my personal preference.  If you want to declare and emergency and/or involve the FAA in your life, that's your choice.  But, again, help me out here.  Give me some input to my two part question.  1)  How to do it.  2)  How to do it and not generate interest from the FAA by having to explain my actions or declare an emergency after the fact (since I can't do it over a dead radio).  Thanks

 

Ok, I don't have any personal experience in declaring an emergency, but the FAR says  "In an in-flight emergency requiring immediate action, the pilot in command may deviate from any rule of this part to the extent required to meet that emergency."   --so, you don't need to declare an emergency.  You probably will have to explain it was an emergency after you land though.  And be prepared for "Each pilot in command who deviates from a rule under paragraph B of this section shall, upon the request of the Administrator, send a written report of that deviation to the Administrator."

 

Next.  The FAA would likely pay attention to the clause "immediate action"  and "extent required to meet that emergency".     --So, if you have a total electrical failure, at night, your at your 45 minute reserve, ceiling are 1000 ft, and JFK is the only airport with lights on, you could probably get away with it.  If you have 6 hours of fuel on board, unlimited ceilings, and unrestricted visibility, the FAA would rightfully crucify you because immediate action was not required.  You could go to a near by class D airport and circle the tower a few times, or wait for another plane to turn on the lights.

 

 

p.s.  This only becomes an emergency when you are going to run out of fuel and can't find a place to land, because you can't turn on the lights.   Or if you run the risk of entering IMC.

[rockydoc]

See if I understand the situation...

1) plane has everything but electric power...

2) class B airport is near by

3) class C or D are within reasonable distance

4) what is the emergency?

5) showing up un-announced at an NYC class B will potentially create more of an emergency situation.

6) unless it is 3:00 am, you will be fitting into a continuous line of commercial jet traffic that is engineered to have no extra space.

7) A GA airplane without electricity is probably not an emergency. Uncomfortable, yes. Emergency, no...

8) Showing up at a class B airport without electricity and no back-up systems would be improper.

9) select a better option and go with it...

I am still working on this response...

Class C & D airports have unlighted runways..  I personally agree your approach.  i.e. " A GA airplane without electricity is probably not an emergency.  Uncomfortable, yes.  Emergency, no..."  What did you mean, "Showing up at a class B airport without electricity and no back-up systems would be improper?"   Are there back up, portable transponders available?   Hand held radios with good antennae does seem to be the best option, but altitude encoding transponders?????  Also, what is "the better option" to go with?

Thanks for giving this some thought.  I've been pondering it ever since it happened.  And, lest we forget, what is the best way to appraise the ATC flight following so they don't send out the search team.  We called them on a land line once we landed.

Cheers,

Rocky

[carusoam]

Turning on lights at any other airport (outside class B&C) would be high on my priority list.

Entering a mode C Veil without Mode C would be low on my priority list.

Getting an F-16 escort would be unbelievably expensive.

Do you carry a cell phone? An old iPhone has GPS and often cell signals at aviation levels. It also doubles as a flashlight.

My primary flight instructor gave me the guidance...

Don't do something to get on the evening news... It's easier than you think.

Putting a GA plane in the wrong place will get you that attention, and the general public won't be there to support you.

To improve your electrical situation, there are recommendations of the best of things like...

Concorde battery

Zeftronics voltage controller, with LEDs to alert of various failures

Portable radio and how to tie into a permanent antenna

Definitely,

- seek out a CFI to put a plan together to meet your requirements.

- seek out a mechanic that can help improve your electrical requirements.

Best regards,

-a-

[BorealOne]

The first part (landing the plane after an electrical failure) is straightforward and may not, in fact, be an emergency for the pilot flying as Anthony has noted.

 

However, showing up in Class B unannounced and without a transponder is a violation, so without the cover of a declared emergency, you are already in heat with the FAA just by entering that airspace.

 

More importantly, from a safety perspective, consider it from the controllers' point of view - a bogey showing up unlit and unresponsive at night in Class B - what's ATC going to do in that situation?

 

If you are sufficiently far away from the terminal, they will simply point out (you'd be on primary radar) to other traffic and vector them accordingly, but if they see your target moving in a deliberate way towards the runway for a landing, they're going to have to act. In that circumstance, once on the ground you will undoubtedly have some explaining to do, particularly if your incursions have put others at risk.

 

If I was in that situation, best possible action is to make some calls from your cell - that's not electrical systems dependent within your aircraft - and let the controllers know you are coming, declare the emergency if necessary, and get on with it. ATC is there to work with you - help them help you. They might be able to remotely light up an uncontrolled airfield, or clear the airspace so you can get to a Class B field safely.

[FloridaMan]

I'd say that there are likely not many arrivals and departures at 5:30AM at ABQ to interfere with. I always, without exception, wear one of those LED red/white headlamps when flying at night. This is my favorite one because it has a separate button for red and white and is super bright; it's nice to have the bright white spotlight when you need it: http://www.amazon.com/dp/B007RKBLHW/ref=twister_B009MJAVCW

[mooniac15u]

Recently left Denver on a moonless night at 3:00 AM.  Flew 2.5 hours South into barren country of NM.  Our radio lights started flickering and then all electrical power went out.  After trouble shooting determined that there was nothing we could do about it so we started looking for emergency airfields on our iPads.  Not a problem.  KLVS was close by.  But, it has no runway lights and i had no power for landing lights.  It was the DARKEST of the DARKEST nights.  We circled the airport numerous times, lower and lower trying to distinguish the runway from the farm roads (?with telephone poles?) from the runway.  Exercising maximum caution, we finally set the old bird down on the runway without incident.    Certainly got our pulse rates up there for a few minutes.  But cool head on part of the PIC kept the situation containable with favorable outcome.  i.e.  we walked away!

 

Class D airports sometimes leave their lights on even when the tower is closed.  In this case it looks like KSAF might have been a good option:

 

"WHEN ATCT CLSD MIRL RY 02/20 PRESET LOW INTST; TO INCR INTST AND ACTVT MIRL RYS 15/33 AND 10/28 - CTAF"

[ryoder]

Wow that is scary. Glad you made it. This makes me even less inclined to fly at night. I have the required dual instruction night hours but won't fly at night until my airplane and I am really ready. I flew downwind over the Gulf coast at Venice with my instructor in a G1000 172 and the loss of any visual references really got to me for a second. I didn't want to start descending with no runway in sight.

Recently left Denver on a moonless night at 3:00 AM.  Flew 2.5 hours South into barren country of NM.  Our radio lights started flickering and then all electrical power went out.  After trouble shooting determined that there was nothing we could do about it so we started looking for emergency airfields on our iPads.  Not a problem.  KLVS was close by.  But, it has no runway lights and i had no power for landing lights.  It was the DARKEST of the DARKEST nights.  We circled the airport numerous times, lower and lower trying to distinguish the runway from the farm roads (?with telephone poles?) from the runway.  Exercising maximum caution, we finally set the old bird down on the runway without incident.    Certainly got our pulse rates up there for a few minutes.  But cool head on part of the PIC kept the situation containable with favorable outcome.  i.e.  we walked away!

[Jim Peace]

You guys who have flight directors, those V-Bars are your friend on takeoff and climbout. 

With all due respect.....just don't rely on them 100%.  V bars (single cue) as well as the duel cue FD can give you false information.  Garbage in garbage out in regard to what you want commanded.  There are many times in all planes that have FD's that you must fly through them.  Meaning ignore what the FD is telling you and go back to just ADI ASI VSI and Altimeter.  Use the FD as a guide and back it up with your performance instruments.  Do it long enough and you will come across times when following the FD would have been deadly.  

[N201MKTurbo]

Recently left Denver on a moonless night at 3:00 AM.  Flew 2.5 hours South into barren country of NM.  Our radio lights started flickering and then all electrical power went out.  After trouble shooting determined that there was nothing we could do about it so we started looking for emergency airfields on our iPads.  Not a problem.  KLVS was close by.  But, it has no runway lights and i had no power for landing lights.  It was the DARKEST of the DARKEST nights.  We circled the airport numerous times, lower and lower trying to distinguish the runway from the farm roads (?with telephone poles?) from the runway.  Exercising maximum caution, we finally set the old bird down on the runway without incident.    Certainly got our pulse rates up there for a few minutes.  But cool head on part of the PIC kept the situation containable with favorable outcome.  i.e.  we walked away!

Did you have enough fuel to fly around till sunrise?

[cliffy]

How did Lindberg ever do it without all the gadgets we have today? OH he had 1 flashlight