IMC at Night - What to consider?

mjburian

mjburian

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I'm a relatively new instrument-rated pilot with 250 hours of total time. I regularly fly VFR at night, but am considering my first flight that could potentially have me in IMC at night.

Other than the standard IMC concerns like bases, tops, temps, icing, alternates, etc what added precautions do you guys take when in the clouds at night? Do you avoid it altogether? Or are there things you do to mitigate some of the added risk?
 
Light NOTAMs

I fly night IMC all the time for work, its not that much different, things start to cool down and whatnot, seems like you have a good grip on it, just take it easy at first (duh).
 
IMC at night is more of a psychological thing. It just seems more intimidating than during the day. When I flew students in the Army I used to always try and get some good IMC at night. Almost all were apprehensive but after a few minutes of me talking them through it they began to get more confidence. A few told me it was the most satisfying flight they had in flight school.

Things to be aware of:
Anti collision light might very well be a detriment in the soup. Don't be afraid to secure it if it becomes a distraction.

Ice will obviously be harder to see. Bring a flash light to shine in on your wing.

Do some cockpit management drills on the ground before you go flying. Make sure your interior lights are working properly and you can access important items. Review what to do with an alternator failure.

Can't really think of any other tips. I'd say all of the precautions that you take during a night VFR flight still apply for IFR. I enjoyed night IMC. It's like a warm blanket around you. Just realize your instruments work the same at night IMC as they do during day IMC. Although I'd say at night you'll listen to every little sound the engine makes and ask yourself "does that sound normal?" At least I did anyway.
 
In some respects, I prefer night IMC to day; assuming no icing issues (I never ever fly when ice is a meaningful possibility, but that's easy for me to say and do down here in Texas), night flight eliminates the possibility of a lot of disorienting cloud shapes messing with your head.

Definitely secure the strobes.

In most of the occasions when I fly IMC, there is less traffic, as well, which means (around here) relaxed controllers, fewer vectors and more direct routings in the terminal area.

Also, it is easier to spot the runway by lights (especially the rabbit) in the dark, than it is to spot the airport environment when you're going from the gray inside a cloud to the gray right under the cloud.
 
It is more fun coming outta IMC at night to play with your passengers the "First one to spot the runway lights gets a buck!" game.

Goes over much better than "help by keeping your eyes out the window so we don't all die!"
 
plane doesnt know different. as they say above, turn off the strobes when in clouds unless you want to feel like you are flying through a nightclub. nights tend to be smoother.
 
Oh yeah, probably doesn't apply because you won't be flying that late but plenty I've times I've seen the forecasters screw up a BR or FG prediction. Just be cautious and not get yourself in a bind at 0300 on a X-country and find your destination well below mins because of fog.
 
Velocity173 said:
Oh yeah, probably doesn't apply because you won't be flying that late but plenty I've times I've seen the forecasters screw up a BR or FG prediction. Just be cautious and not get yourself in a bind at 0300 on a X-country and find your destination well below mins because of fog.
Click to expand...

Really good point - especially in hill or mountain country where the cold air can collect in a valley...maybe tough to forecast.
 
IMC at night in the summer- moonless nights hide towering build-ups that you'd easily avoid during the day. Nothing worse than getting shaken around by buildups that you can neither see with your eyes, or see on radar (nexrad or the onboard) because it hasn't matured.
 
Velocity173 said:
Oh yeah, probably doesn't apply because you won't be flying that late but plenty I've times I've seen the forecasters screw up a BR or FG prediction. Just be cautious and not get yourself in a bind at 0300 on a X-country and find your destination well below mins because of fog.
Click to expand...

and not have the fuel and 'outs' that this is simply an inconvenience...
 
Thank you all for the responses.

James331 said:
Light NOTAMs
Click to expand...

I get these all the time, but obviously pay more attention during night flights. Definitely something to keep in mind, though.

coloradobluesky said:
What are you going to do if you get an electrical failure?
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You mean other than start saying "Mayday" on the radio? I have absolutely no idea. What would I do if I was in VMC when that happened? Try to find the nearest area that (I hope) is suitable for landing and hope for the best (flying the plane the whole way down). The only difference in IMC is that I'd likely be more distracted initially, trying to keep the dirty side down. The Stratus 2 and Foreflight *might* provide some benefit in this situation, but I'm still going to have less time to find a (hopefully suitable) landing spot. This is, by far, the biggest thing that concerns me about IMC at night. What would YOU do?

Velocity173 said:
IMC at night is more of a psychological thing. It just seems more intimidating than during the day. When I flew students in the Army I used to always try and get some good IMC at night. Almost all were apprehensive but after a few minutes of me talking them through it they began to get more confidence. A few told me it was the most satisfying flight they had in flight school.

Things to be aware of:
Anti collision light might very well be a detriment in the soup. Don't be afraid to secure it if it becomes a distraction.

Ice will obviously be harder to see. Bring a flash light to shine in on your wing.

Do some cockpit management drills on the ground before you go flying. Make sure your interior lights are working properly and you can access important items. Review what to do with an alternator failure.

Can't really think of any other tips. I'd say all of the precautions that you take during a night VFR flight still apply for IFR. I enjoyed night IMC. It's like a warm blanket around you. Just realize your instruments work the same at night IMC as they do during day IMC. Although I'd say at night you'll listen to every little sound the engine makes and ask yourself "does that sound normal?" At least I did anyway.
Click to expand...

I agree there's a psychological factor. I also am aware of the issue with strobes and would likely kill those pretty early (hopefully remembering to turn them back on once leaving the clouds). As for icing at night... well, having never experienced icing during the day I'm likely going to skip the flight if icing seems at all likely (though I'd obviously keep an eye out for it).

Velocity173 said:
Oh yeah, probably doesn't apply because you won't be flying that late but plenty I've times I've seen the forecasters screw up a BR or FG prediction. Just be cautious and not get yourself in a bind at 0300 on a X-country and find your destination well below mins because of fog.
Click to expand...

I'd want both the departure point and destination to have good enough weather to avoid that situation, though Kent and I did find ourselves in that spot once this summer. We had outs and used one, so I'd be sure to have an alternate in mind.

Brad Z said:
IMC at night in the summer- moonless nights hide towering build-ups that you'd easily avoid during the day. Nothing worse than getting shaken around by buildups that you can neither see with your eyes, or see on radar (nexrad or the onboard) because it hasn't matured.
Click to expand...

True, but I'm not sure how to avoid those if I can't see them with my eyes or using any of the technology available.
 
A well organized cockpit, good idea for all single pilot IFR flight is especially important at night.
 
mjburian said:
You mean other than start saying "Mayday" on the radio? I have absolutely no idea. What would I do if I was in VMC when that happened? Try to find the nearest area that (I hope) is suitable for landing and hope for the best (flying the plane the whole way down). The only difference in IMC is that I'd likely be more distracted initially, trying to keep the dirty side down. The Stratus 2 and Foreflight *might* provide some benefit in this situation, but I'm still going to have less time to find a (hopefully suitable) landing spot. This is, by far, the biggest thing that concerns me about IMC at night. What would YOU do?
Click to expand...


There is little comparison with losing your electrical system while VMC with losing it at night while you're IMC. That distraction you mention will be panic when you realize that you can't see your panel. Ask me how I know...

As someone mentioned, your cockpit should be setup to deal with the potential situation. I have a headlamp with a red bulb in a storage pocket, I have another small flashlight on the lanyard I keep around my neck. And finally a 3rd flashlight in my flight bag. I also carry spare batteries at night.

My handheld radio and a backup battery are connected up to a spare headset and ready to use if I need it.

Since I use an EFB, I also have a charging pack capable of charging my iPad. As well, I carry a second iPad.

The plane will continue to fly without an electrical system but trying to find the manual gear extension in the dark can be a little challenging. :)
 
mjburian said:
You mean other than start saying "Mayday" on the radio? I have absolutely no idea. What would I do if I was in VMC when that happened? Try to find the nearest area that (I hope) is suitable for landing and hope for the best (flying the plane the whole way down). The only difference in IMC is that I'd likely be more distracted initially, trying to keep the dirty side down. The Stratus 2 and Foreflight *might* provide some benefit in this situation, but I'm still going to have less time to find a (hopefully suitable) landing spot. This is, by far, the biggest thing that concerns me about IMC at night. What would YOU do?
Click to expand...

I would keep on flying, and land at the nearest airport with a suitable instrument approach, if still in IMC.
"Electrical failure" normally means alternator failure, which means the battery is no longer being normally charged, but if it has a full charge to start with, might give you ~30 minutes of service at a reduced electrical load.
So the goal is to shed all non-essential loads (e.g. all lights), perhaps even shutting down the master except for brief periodic "peeking".
You want to squawk 7700, and advise ATC of your predicament and intentions (on your handheld radio -- you do have one, right?).
If you have FF, GP or equivalent, you might want to use that to navigate to your nearby emergency destination, perhaps to the IAF, and then turn the master on and use the bare minimum certified panel navs to fly the approach and land.
Obviously you don't want to launch into night IMC (or any IMC) without good flashlight batteries, a tested handheld hooked up (or quickly hookable) to an external antenna and to your headset, and a backup GPS navigator (with its own battery that can last an hour or more) that can find the nearest airport with a suitable IAP and lead you to its IAF.
In a dire pinch, if the electrical system is completely fried, turn the master off and use the backup nav/com equipment mentioned above. If you don't break out into VMC at the IAF, you might have to shoot an emergency approach. Which one and how to do it is up to you and your specific capabilities and situation. (Also consider ASR if the handheld is working reliably.)
Edit: if any gyro is electrical, be ready to ignore it, and if possible put a plug or sticky note on it.
And don't be spooked when you see "no fuel remaining" when the master is off. :eek:
 
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RotorDude said:
I would keep on flying, and land at the nearest airport with a suitable instrument approach, if still in IMC.
"Electrical failure" normally means alternator failure, which means the battery is no longer being normally charged, but if it has a full charge to start with, might give you ~30 minutes of service at a reduced electrical load.
So the goal is to shed all non-essential loads (e.g. all lights), perhaps even shutting down the master except for brief periodic "peeking".
You want to squawk 7700, and advise ATC of your predicament and intentions (on your handheld radio -- you do have one, right?).
If you have FF, GP or equivalent, you might want to use that to navigate to your nearby emergency destination, perhaps to the IAF, and then turn the master on and use the bare minimum certified panel navs to fly the approach and land.
Obviously you don't want to launch into night IMC (or any IMC) without good flashlight batteries, a tested handheld hooked up (or quickly hookable) to an external antenna and to your headset, and a backup GPS navigator (with its own battery that can last an hour or more) that can find the nearest airport with a suitable IAP and lead you to its IAF.
In a dire pinch, if the electrical system is completely fried, turn the master off and use the backup nav/com equipment mentioned above. If you don't break out into VMC at the IAF, you might have to shoot an emergency approach. Which one and how to do it is up to you and your specific capabilities and situation. (Also consider ASR if the handheld is working reliably.)
Edit: if any gyro is electrical, be ready to ignore it, and if possible put a plug or sticky note on it.
And don't be spooked when you see "no fuel remaining" when the master is off. :eek:
Click to expand...
great response! I was thinking the same but you took it further.

I would also mention to use an ILS or VOR approach, as GPS may take time to come back online, while using valuable battery juice.

I also would eschew flaps as too electrically costly and the potential for asymmetrical deployment in a critical situation, no need adding emergencies to your emergency.
 
RotorDude said:
I would keep on flying, and land at the nearest airport with a suitable instrument approach, if still in IMC.
Click to expand...

That. I'm also one of the "three flashlight" people, redundancy is good. Also good is having a 496 or similar on the yoke. It has been plugged in and charging the whole flight, so when the lights go out, it should have plenty of time.

It has been demonstrated that one can fly a credible approach using the 496. I'd punch nearest, pick a close airport with IAPs and go fly that approach. Another nice thing about the 496 if you have the weather subscriptions is METARs on screen. You may be able to find a nearby airport with VMC or at least IMC well above minimums.
 
Enroute IMC is ok for me but if the airports along my route are Low IMC and if I'm in my single engine plane, I'll cancel the trip.

Consider if the engine quits you have very little options of where to land when you glide out of the soup at 200-400agl.

No problem with Enroute IMC, just want options.
 
Aaronk25 said:
Enroute IMC is ok for me but if the airports along my route are Low IMC and if I'm in my single engine plane, I'll cancel the trip.

Consider if the engine quits you have very little options of where to land when you glide out of the soup at 200-400agl.

No problem with Enroute IMC, just want options.
Click to expand...

Yes. Flying single engine IMC is a crap shoot, and night adds another dimension of risk. So you want to maximize your odds for survival when things go wrong, like engine or electrical failure.
So invest in extra flashlights, handhelds, and various redundancies to reduce the risks, and then, after carefully reviewing the weather, route, and alternates, think extra long and hard if the reward is worth the risk.
 
RotorDude said:
think extra long and hard if the reward is worth the risk.
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I know EdFred will call me a *****, but I don't do instrument flights over broad areas of LIFR, day or night. Popping out at 50agl doesn't leave you with a lot of options.
 
Bill Jennings said:
I know EdFred will call me a *****, but I don't do instrument flights over broad areas of LIFR, day or night. Popping out at 50agl doesn't leave you with a lot of options.
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You mean you can't do CATIII :D
 
My flight home last night was intended to be in the day light, but due to some hickups, I couldn't depart until dark.

Have plenty of fuel and study the weather better than I did here.

I was motoring along at 8000 and flying through some light precip at 6 deg C. freezing level was forecast for 10-12K. All of a sudden the temp drops to 1 deg C. I had the flashlight shining out the window, thinking it may turn to ice. Definitely cant see whats happening without a good flashlight.

Next thing, just after that is this huge flash. Like a someone put a strobe light directly in my face. It really confused me, I was looking all over wondering what the hell just happened. Then thought, maybe lightning? My XM weather map was showing light green on the MFD, so I switched over to the strike finder to see a strike right where I was. the next weather update changed all the light green into yellow and red thunderstorms that were building fast. I had just passed through before they started really getting developed quickly behind me. I would have likely seen this in the day time and asked to divert around it.

On top of all this, my autopilot failed 10 minutes in (due to the turbulence I think), and would not work for the 3 hour flight. Had 48 knot headwinds. Had to land at night with a crosswind of 13G22. Moderate turbulence 75% of the flight. Was a fun night. "NOT"
 
JasonM said:
Next thing, just after that is this huge flash. Like a someone put a strobe light directly in my face. It really confused me
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BTDT, glad you got home safe last night.
 
Jaybird180 said:
great response! I was thinking the same but you took it further.

I would also mention to use an ILS or VOR approach, as GPS may take time to come back online, while using valuable battery juice.
Click to expand...

Remember, while loosing a radio is not an emergency, loosing electrical is. So use whatever approach is most expedient. Set the approach up on your handheld GPS and/or EFB. Goal is to get in VMC as quickly as possible.

Jaybird180 said:
I also would eschew flaps as too electrically costly and the potential for asymmetrical deployment in a critical situation, no need adding emergencies to your emergency.
Click to expand...

Agreed, but asymmetrical deployment is unlikely, as there is just one flap motor. Bigger issue is lowering full flaps and not being able to retract if necessary during a go-around.
 
Brad Z said:
Agreed, but asymmetrical deployment is unlikely, as there is just one flap motor. Bigger issue is lowering full flaps and not being able to retract if necessary during a go-around.
Click to expand...

I had the alternator crap out on a night flight, but in VMC. I got the gear down on battery but decided to leave the flaps up. Lights went out before I got on the ground.
 
RotorDude said:
I would keep on flying, and land at the nearest airport with a suitable instrument approach, if still in IMC.

You want to squawk 7700, and advise ATC of your predicament and intentions (on your handheld radio -- you do have one, right?).

And don't be spooked when you see "no fuel remaining" when the master is off. :eek:
Click to expand...

All good points. I don't have a handheld radio (had to decide on either that or Stratus and chose the Stratus based on Navigate coming before Communicate in the order of importance), but maybe a handheld wouldn't be a bad item for the Christmas list this year.

Bill Jennings said:
That. I'm also one of the "three flashlight" people, redundancy is good. Also good is having a 496 or similar on the yoke. It has been plugged in and charging the whole flight, so when the lights go out, it should have plenty of time.

It has been demonstrated that one can fly a credible approach using the 496. I'd punch nearest, pick a close airport with IAPs and go fly that approach. Another nice thing about the 496 if you have the weather subscriptions is METARs on screen. You may be able to find a nearby airport with VMC or at least IMC well above minimums.
Click to expand...

I'm covered on flashlights and backup batteries. Come to think of it, I'll bet that's why my flight bag is so heavy...

I haven't ever used the 496 for anything other than situational awareness, but after reading this I'll probably go try to shoot a couple of approaches with it, just so I know a) how to use it and b) whether I'd prefer using that or the Stratus/Foreflight combo in a pinch. The next question is whether I could log those approaches (using non-IFR approved navigation in simulated IMC) for currency.
 
JasonM said:
My flight home last night was intended to be in the day light, but due to some hickups, I couldn't depart until dark.

Have plenty of fuel and study the weather better than I did here.

I was motoring along at 8000 and flying through some light precip at 6 deg C. freezing level was forecast for 10-12K. All of a sudden the temp drops to 1 deg C. I had the flashlight shining out the window, thinking it may turn to ice. Definitely cant see whats happening without a good flashlight.

Next thing, just after that is this huge flash. Like a someone put a strobe light directly in my face. It really confused me, I was looking all over wondering what the hell just happened. Then thought, maybe lightning? My XM weather map was showing light green on the MFD, so I switched over to the strike finder to see a strike right where I was. the next weather update changed all the light green into yellow and red thunderstorms that were building fast. I had just passed through before they started really getting developed quickly behind me. I would have likely seen this in the day time and asked to divert around it.

On top of all this, my autopilot failed 10 minutes in (due to the turbulence I think), and would not work for the 3 hour flight. Had 48 knot headwinds. Had to land at night with a crosswind of 13G22. Moderate turbulence 75% of the flight. Was a fun night. "NOT"
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:eek::yikes:
 
mjburian said:
All good points. I don't have a handheld radio (had to decide on either that or Stratus and chose the Stratus based on Navigate coming before Communicate in the order of importance), but maybe a handheld wouldn't be a bad item for the Christmas list this year.
Click to expand...

Consider that in a real-world single-engine night IMC dead alternator situation, a hand held comm radio and an ASR (or PAR) approach may be the easiest and safest way to get down.
But note that to be practical and reliable, as I noted above, the handheld should be connected to an external antenna and your headset.
 
RotorDude said:
Consider that in a real-world single-engine night IMC dead alternator situation, a hand held comm radio and an ASR (or PAR) approach may be the easiest and safest way to get down.
But note that to be practical and reliable, as I noted above, the handheld should be connected to an external antenna and your headset.
Click to expand...

I assume I could get an adapter to connect my headset to the handheld (unplug the headset from the panel, plug it into the handheld). What I don't know is how I'd connect the handheld to an external antenna. Is this something that would need to be specially purchased/installed for the handheld? Or is there an existing antenna I can somehow hook into for this usage? I don't own the plane outright (it's a club plane, so any permanent modifications would need to be approved by the membership) and I sometimes rent from the local FBO.
 
mjburian said:
I assume I could get an adapter to connect my headset to the handheld (unplug the headset from the panel, plug it into the handheld). What I don't know is how I'd connect the handheld to an external antenna. Is this something that would need to be specially purchased/installed for the handheld? Or is there an existing antenna I can somehow hook into for this usage? I don't own the plane outright (it's a club plane, so any permanent modifications would need to be approved by the membership) and I sometimes rent from the local FBO.
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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.
 
Yeah, fog can be an issue in low basins where airports often exist even on a full VFR night with everything else going for you.

In general though, it doesn't add any particular risk to night flying in most places anyway, just a touch in the lowest of weather in the best of locations. Either way if you accept the risk in VFR the added risk in IFR isn't a deal breaker IMO, either way you're in a tight bind with a SE engine failure and need to have some luck on your side. If you're a fatalist, then it makes no difference whatsoever.
 
RotorDude said:
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.
Click to expand...

I'll bring it up to the club. Maybe I can talk them into the antenna and handheld to just always stay in the plane? As for the rental, I had the same thought (probably don't trust it as much) but figured I'd ask in case there was some kind of easy, portable solution.
 
RotorDude said:
"Electrical failure" normally means alternator failure, which means the battery is no longer being normally charged, but if it has a full charge to start with, might give you ~30 minutes of service at a reduced electrical load.
Click to expand...

I heard this during training, and saw it abused by a CFIs when it actually occurred (the old "30 minute rule"). I don't believe in it whatsoever now (see below):

Personally, I lost an alternator a year ago on a night flight nearing my home field. My alternator loss was not typical, it separated front to back, froze the pulley and filled the cockpit with smoke. the battery exploded about 9 seconds later. I learned that the best flashlight in smoke at night is the one on your Iphone - it penetrates. Timing was perfect, right after annual and a right strobe replacement ... when the battery went I thought for an instant I had a wire short and fumes in the wing off that strobe replacement. Right after landing I thought of the red board and if things had turned out bad, the cause would never be known and how many Monday morning QBs would be critiquing the event never knowing the circumstances.
 
It depends on why you lost the alternator. I find a lot of charging system problems and failures root themselves in a bad battery though. A sulfated cell will burn out a charging system. If you lost your alternator to a bad battery, you're SOL lol, you won't have radios for long, although a Garmin will probably do you better than older ones with less capable power supplies.
 
Not every IFR approach that is available in the daytime is still available at night. Check your approach plates carefully for such details
 
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