Winter is rapidly approaching with its shorter days and increased likelihood of flying at night. There’s a common myth that flying at night is no different than flying in the daytime because the airplane doesn’t know it’s dark. While perhaps clever, that’s irrelevant. What does matter is that night accentuates the shortcoming of pilots’ senses and perceptions, which makes it harder to fly safely at night.
An ex-Navy pilot told me…
after we finished a night IFR training flight that flying IFR at night seemed to him at least 50% harder than flying in the day. In some cases, when the sky blends with the ground obscuring the horizon, it may be almost impossible to fly at night without solid instrument flying skills. Thus, while it’s legal for Private pilots to fly over dark terrain such as mountains or water, they may lack the skills to do so safely, as illustrated by the John Kennedy, Jr. crash.
Not surprisingly, the night accident rate is abysmal. Based on surveying hundreds of people who’ve attending my seminars, I’m confident that most GA pilots log less than 5% of their flight hours at night. Yet fully 21% of all fatal accidents in the U.S. occur at night. In the San Francisco Bay area, nearly 50% of all fatal accidents occur at night, probably because of the unique combination of fog and mountains.
The odds of a daytime accident involving fatalities are about 15%, but that doubles to around 30% at night. If you fly at night, become a student of its unique risks. Most night accidents occur in the approach phase while descending for landing. Since it is often impossible to see surrounding terrain at night, it is imperative that you always know your position and maintain a safe altitude above the terrain.
Any approach to a runway over dark terrain is a “black hole approach” and a common trap is flying a long, straight-in approach to these runways. Simulator studies show that even high time pilots, when flying a straight-in approach with few lights below, will fly a curved path that takes them below the approach path leading to a crash short of the runway. To avoid this, maintain a safe altitude to the airport and then fly a normal traffic pattern.
Likewise, on takeoff at night over dark terrain, pilots often unknowingly descend and crash, usually within a mile of the airport. When the human body is accelerated, we perceive a tilting back sensation (somatogravic illusion), which we perceive as a climb. This is not a problem in daylight, as we see the terrain below and fly to avoid it. However at night, over dark terrain, you must crosscheck the instruments to verify that you’re climbing at Vy, the best rate of climb airspeed, and have a positive rate of climb. Otherwise, you may actually be descending—even though you feel like you are climbing.
Night flight can be accomplished safely, but it does require more planning and preparation, along with a willingness to make a 180° turn if things don’t go as planned.
“Simulator studies show that even high time pilots, when flying a straight-in approach with few lights below, will fly a curved path that takes them below the approach path leading to a crash short of the runway.”
That’s an interesting tidbit. I end up flying at night a couple times a month and I almost always make a straight-in approach from five or six miles out…perhaps it’s time to change that practice.
On reading this article, my mind goes to John Junior’s accident at night near Martha’s Vineyard, who took with him his wife and her friend.
This was an accident waiting to happen. A non-instrument rated pilot on a night flight ending up disoriented in probably some low clouds or poor visibility at destination.
I have also advocated some formal instrument time or certificate with issuance of the basic PPL to avoid such losses where the attitude factor, “macho” is playing so forcefully since flying is so much in vogue in USA.
Why mot do it properly?
After a scheduled flight from Dubai, UAE, to Dar-es Salaam, Tanzania, with a NDB let down at night, on final approach to the runway in the early eighties, I was cautioned by First Officer Asad Ahmad that I was sinking and had to add power just prior to crossing the coast dotted with palm trees. This was I believe a classic case of a black hole approach, there were just a few lights inland, the let down was over the Indian Ocean.
I once flew into Santa Barbara (KSBA) in a Cessna 172 at night. Not being familiar with the airport, I asked approach for RW 7 or 25 parallel to the mountain range with a PAPI.
However, Tower cleared me for base entry RW 15. For this, one has to fly parallel and close to the hills, then turn towards the airport and descend (with no visual glide slope indicators).
I was too cautious flying along the hills, and ended up way too high. No choice but a go-around.
Thus, as a low-time VFR pilot, I had to fly out towards the pitch black sea, with no visual references, perform a climbing turn to crosswind (in the dark), then fly downwind towards the mostly unlit mountain range.
Not good! The 2nd approach worked, but there was more luck involved than I’d have liked.
Lessons learned:
I should have re-iterated my request for RW 7 or 25 (wind was not a factor). I don’t know why KSBA puts small aircraft onto RW15 (maybe to keep 7/25 free for jets, or for noise abatement. But there was no other traffic, and it’s surely louder if you crash into a house than if you overfly it!)
I won’t fly into unfamiliar airports at night anymore unless they have visual glide slope indications (or I have a lot more experience).
Cheers & thanks for your work, Max!
Fab
Fab,
I agree–I’m sure the tower has no ideal how they compromise safety by not routinely assigning GA pilots to Rwy 7 and 25 at night. No question, climbing and turning over the black ocean can be very disorienting. Glad it all worked out for you!