Ready for night flight? Not so much.
Posted: Fri Sep 23, 2016 9:23 pm
I don't do much night flying anymore, so when it looks like I might need to be night current it takes a special effort. I'm planning a flight next week that might require that I be night current so last night, coming home from being in a performance in Bend, at about 11:00, I swing into the airport to do some patterns. Thus begins the lesson.
1. It's super dark in my row of hangars. No outside lights. Not something I thought about when arranging for the hangar last year
2. Good news (I checked before I left the house): My flashlight batteries are not dead, though they've been in there for years. Duracell expiration date of 2017
3. My hangar lock is a combination lock which reflects the light of the flashlight so badly it's almost impossible to read the numbers. I should probably look into a different lock.
4. Floodlight and compass light don't work. I'll track down next week, but it's likely that it's that connector between the instrument panel harness and the canopy swingarm - again
5. I needed the landing practice. Did 5 circuits, with the first two not flared properly. The remainder were back to my normal professional grade
6. Pilot-controlled runway lighting is prone to timing off at inopportune times
7. At night the area around Prineville airport to the South and Westward around to the North is REALLY FRIGGIN' DARK. (Did I mention that it was clear, but moonless at the time?) There are also a couple of not insignificant hills under the pattern with no lighted structure. Not at all like operating from a densely populated area such as Boeing Field or Paine Field. Good training, though, as you are really on instruments quite a bit.
8. XEVision lights are wonderful. Especially when pilot-controlled lighting goes out during the flare
9. Sooner or later, one needs to replenish gas in that Power Tow. Of course, this is most likely to have to be done in the dark
1. It's super dark in my row of hangars. No outside lights. Not something I thought about when arranging for the hangar last year
2. Good news (I checked before I left the house): My flashlight batteries are not dead, though they've been in there for years. Duracell expiration date of 2017
3. My hangar lock is a combination lock which reflects the light of the flashlight so badly it's almost impossible to read the numbers. I should probably look into a different lock.
4. Floodlight and compass light don't work. I'll track down next week, but it's likely that it's that connector between the instrument panel harness and the canopy swingarm - again
5. I needed the landing practice. Did 5 circuits, with the first two not flared properly. The remainder were back to my normal professional grade
6. Pilot-controlled runway lighting is prone to timing off at inopportune times
7. At night the area around Prineville airport to the South and Westward around to the North is REALLY FRIGGIN' DARK. (Did I mention that it was clear, but moonless at the time?) There are also a couple of not insignificant hills under the pattern with no lighted structure. Not at all like operating from a densely populated area such as Boeing Field or Paine Field. Good training, though, as you are really on instruments quite a bit.
8. XEVision lights are wonderful. Especially when pilot-controlled lighting goes out during the flare
9. Sooner or later, one needs to replenish gas in that Power Tow. Of course, this is most likely to have to be done in the dark