IMC at Night - What to consider?

[mjburian]

Not every IFR approach that is available in the daytime is still available at night. Check your approach plates carefully for such details

Another good point. I've seen those notes before, but they've never applied to my daytime flights. I'd like to think that I'd catch it in my pre-flight planning, but a reminder to look for things like this never hurts.

 

[ejensen]

The typical solution is to install a small antenna in the belly, with a co-ax that runs to either a side pocket or the panel. If it's a club plane, it's a low cost highly cost-effective investment, that will benefit all members.
For a rental, it might be trickier (if not already there), but perhaps you are less likely to trust a rental for night IMC in the first place.

Rather than a second antenna I put a connection in one of my existing coax. Unplug from dead radio then connect to the handheld w/headset adapter. Got me back from Baja after the alternator failed. Crossed the boarder, and into TUS. Enough left in the battery to run the transponder from the border to Tucson. No way did I want to try getting an alternator replaced in Loreto.

 

[jordane93]

This may sound silly, but know what kind of lights the airport has. Approach lights, what do the different colored lights mean, know the location of the beacon (this can help you get situated on where you are in relation to the airport)

 

[RotorDude]

Rather than a second antenna I put a connection in one of my existing coax. Unplug from dead radio then connect to the handheld w/headset adapter. Got me back from Baja after the alternator failed. Crossed the boarder, and into TUS. Enough left in the battery to run the transponder from the border to Tucson. No way did I want to try getting an alternator replaced in Loreto.

The nice thing about having a separate backup antenna in the belly for your handheld radio is that it will also work when your primary antenna is on the fritz (e.g. due to a bad connection). It's a very small investment for a completely independent communication system, which may also serve as your nav system if you can shoot an ASR/PAR with it. Couple that with a functional tablet with GPS and moving map (ideally with obstructions/terrain), and you'll be in decent shape when the panel goes dark and silent.

 

[ejensen]

The nice thing about having a separate backup antenna in the belly for your handheld radio is that it will also work when your primary antenna is on the fritz (e.g. due to a bad connection). It's a very small investment for a completely independent communication system, which may also serve as your nav system if you can shoot an ASR/PAR with it. Couple that with a functional tablet with GPS and moving map (ideally with obstructions/terrain), and you'll be in decent shape when the panel goes dark and silent.

Good points especially when IMC. I had two antennas/coax already for that reason. Shared coax seems a single point to fail for both radios. The incident I described was before tablets and GPS got so universal plus it was VMC. I still don't like a lot of stuff loose around the cockpit. I also have a suction cup antenna if needed.

 

[FORANE]

Not every IFR approach that is available in the daytime is still available at night. Check your approach plates carefully for such details

Indeed, my home base is one of them. In fact, they require a night checkout before they will authorize even night ops in VFR conditions in your own plane. They would turn the lights off at night unless a checked out pilot requested the lights be left on pilot control for the evening.

 

[azure]

Indeed, my home base is one of them. In fact, they require a night checkout before they will authorize even night ops in VFR conditions in your own plane. They would turn the lights off at night unless a checked out pilot requested the lights be left on pilot control for the evening.

The other way an approach can be N/A at night is by NOTAM. Over the last 3-4 years the FAA has been inspecting IAPs for obstacles penetrating (I think) the 34:1 obstruction clearance plane, and restricting the approach to daytime only if they found any. In the case of my former home base, they found obstructions penetrating the 20:1 plane for the RNAV approach and the county has been trying to find a way the have the restriction lifted for nearly two years now. The restriction took effect a week after I passed my IR checkride, so I never got to fly that approach for real at night. It's probably for the best, as the sight picture can be confusing there even during the day. Anyway it's a fairly widespread problem. Trees grow, new buildings crop up, and in some cases, the VGSI is not even aimed high enough for safe obstacle clearance.

ISTR that this campaign on the FAA's part was in response to an incident in upstate NY a few years ago in which a KingAir (not 100% sure of the make/model) clipped the tops of some trees doing a visual descent from the MDA at night.

 

[petrolero]

I have heard for years...

Single-engine, mountain, IMC, night. Pick any two.

That said, the IMC bit depends. I can imagine a scenario in which there is plenty of altitude available below a thin cloud layer. I'd consider night IMC in cruise in that situation. Other than that, I'd avoid it. I sure don't want to be shooting night approaches. That is my personal limit as long as I am in a piston single.

 

[azure]

I have heard for years...

Single-engine, mountain, IMC, night. Pick any two.

Really? Based on that, I'd never fly actual IFR anywhere in VT in a single. That would be pretty limiting. There are a lot of situations where I wouldn't do it - but in most benign IFR weather, personally I'm willing to take that risk.

 

[petrolero]

Really? Based on that, I'd never fly actual IFR anywhere in VT in a single. That would be pretty limiting. There are a lot of situations where I wouldn't do it - but in most benign IFR weather, personally I'm willing to take that risk.

The mountain tops in Vermont are lower than the ground elevation of nearly every flatland airport in the west. So depending on minimum altitudes, you're probably fine there under the right situation.

It's just a rule of thumb that, I think, applies more to the Rockies or Sierras.

 

[kontiki]

The typical solution is to install a small antenna in the belly, with a co-ax that runs to either a side pocket or the panel. If it's a club plane, it's a low cost highly cost-effective investment, that will benefit all members.
For a rental, it might be trickier (if not already there), but perhaps you are less likely to trust a rental for night IMC in the first place.

You might get away with installing a splitter on an existing antenna. You'd probably have to demonstrate radiated power on the permanently installed radio isn't affected.