From: leonam@aix.rpi.edu (Marcus B. Leonard)
Subject: Re: Single Engine IFR/Night VFR
Organization: Rensselaer Polytechnic Institute, Troy, NY
Date: Tue, 10 Nov 1992 16:19:52 GMT

In article <1992Nov09.200741.20465@microsoft.com> peted@microsoft.com (Peter Duniho) writes:
>In article <Bx8y3G.K30@ux1.cso.uiuc.edu> krol@ux1.cso.uiuc.edu (Ed Krol) writes:
>>It's really a red herring I think.  What about vfr on top?  What
>>about night vfr.  All you do in either of those visual cases is set up
>>a glide and hope for the best.
>So, what do other people think about night VFR?  I'm guessing
>that most people fly night VFR, and most of those people don't
>wear parachutes.  But, for what reasons?  My reason is that I
>just hadn't ever thought about it before; I'm not done thinking
>about it yet, and am curious to hear other people's thoughts/reactions
>about this.

As always, the answers are "it depends" and "risk management".  I am biased;
I love clear-night VFR, and will find a way to reduce/rationalize the risks.

First, know your terrain.  Most of my night cross-country flying has been in
Maryland and eastern New York, where the terrain is generally flat, and much
of it is cleared farmland (yes, I know there are large exceptions).  Thus, if
the terrain below is unlit, there is a good chance of surviving even a blind
forced landing on it.  One of my instructors advised choosing lighter colored
areas over darker ones, on the assumption that they are more likely to be
fields than forests or water.  On clear nights, one can often see the sky
reflected in bodies of water.

If I didn't know what the terrain was like, or I knew that it was likely to be
hazardous, I would go for a road.  An interstate would be prefered, as they
are wider and the traffic is all going in the same direction (pick the right
lane).  Wires and bridges are an obvious hazard that has been beaten to death
here already.  The latter may be spotted by lights or crossing traffic.  In
any case, known and anticipated hazards may be better than unknown ones.

In the worst case, set up a glide at approximately your minimum sink speed
(a little slower than best glide), tighten your belt, unlatch the door, etc,
and wait.  As Langewiesche said of forced landings in trees or rough ground,
"pretend there's a nice smooth runway there and land on it".  If you land
under control, at a reasonable rate of descent, you have a good chance of
surviving.  I would not attempt to "stall it in", and would not even flare
unless I had a very clear view of the terrain and my height above it.  Too
much risk of an early stall and a nose-first arrival.

In much of the eastern US, one can avoid all of the above by flying high
and knowing where the nearest airport is.  It is rare to be more than ten
miles from an airport with runway lights (though not necessarily a beacon).
Flying at 7000 AGL or higher gives one a very good chance of being able
to glide to a lit runway.  VFR flight following further improves the odds.

I would like to hear other's thoughts on the subject, particularly if they
include any better ideas than I have.

Geoff: what pointers do you give your "day flight prohibited" students?

				Marc Leonard
				leonam@rpi.edu
Organization: Carnegie Mellon, Pittsburgh, PA