From: james@MECENG.COE.NORTHEASTERN.EDU (James E. Jones)
Newsgroups: rec.aviation
Subject: Night Flight (long)
Date: 7 Oct 92 21:19:58 GMT

Hi!

The other night when I saw that the sky was clear and the moon bright
I said to myself "This is it! Time for night currency!"  The plan was
to fly to two local airports using the VOR and compass, then return to
base.  After doing some pre-flight planning (compass headings, times,
etc), I left Bedford (in Massachusetts) at 8:30pm for the first
airport (LWM, Lawrence Memorial for the curious). The tower was still open,
so the approach and landing were uneventful.  There was someone practicing
VOR approaches, and another person to the north coming in to landing when
I took off for the next airport, but they were easily seen at night.

The second airport I was flying to was Nashua NH (Boire Field).  They
close at 9pm, so by the time I was in the vicinity, the tower was
closed.  I treated the airport like any other uncontrolled field,
announcing my intentions on the CTAF.  Since Nashua was uncontrolled,
I made my pattern entry on the 45, and made left traffic to the
runway.  But as I was coming from the east, I had to cross the
approach to runway 32 (the wind favored that runway).  I did this about
8 miles away from the airport, but I still had a funny feeling about doing
this, since it was possible that someone could be doing a straight in IFR
approach to that same runway *and I was crossing his path*!  I did a lot of
looking, and nothing happened (the airport area was deserted), but I still
wondered whether I was doing the right thing.  Perhaps this may be a better
approach (pardon the ascii graphics):

                         -------
			|	|
\(on the 45, going	|	|
  \ down to pattern alt)|       |
    \    		|	|
      \ ----------------|-------|--------------- (here I go crosswind)
	\		|       |              |  
	  \		|	|              |
	  |(at pattern	|	|              |
	  |alt. 1000'	|	|              |
	  | agl)	|	|              |
	  |		|    /\ |              |
	  |		-----|---              |
          |                  |                 |   
          |                  |                 |   
          |                  |                 |   
          |                  |                 | 
          |                  |                 /\
	  |------------------		       ||  (me at about 2000 above
                                                    pattern altitude)

This way, I can avoid crossing any straight in ifr approaches.  Any comments
or opinions?  Should I even be concerned about this?  I am more aware of ifr
approaches than before, since I have started lessons towards an instrument
rating, but what about people unaware where ifr approaches might be?

I landed at Nashua with no problems, and then returned to Hanscom.
Pilots familiar with Hanscom may know that it is often hard to find
the airport, even at night, since the beacon and runway lights are
swallowed by the bright lights of nearby towns.  After a nervous
encounter with what must have been a jet (we never got close, but
every time I turned to avoid him, he seemed to turn into my path... no
info about him from the tower) I suddenly discovered Bedford in 2
miles in front and below me.  At least my navigation was good :-).  I
would have liked to have seen it sooner, so that I could lose altitude
more comfortably :-(.

A little crosswind enlivened the landing, but all in all, a very satisfying
night flight.  I often feel that my landings at night are better than the
ones I manage during the day.  I was satisfied with the altitude and speed
I had when crossing the threshold, and the landings were pretty smooth.  
Does anyone else feel this way?  Perhaps its easier because of calmer winds
at night, or perhaps the runway lights help in indicating when to flare
for the landing.  I didn't need to look at the altimeter to tell whether I
was too high, the runway lights made things very clear to me.  I have a more
difficult time during the day. I may not be looking down the runway enough
during the day.

I was unhappy, however with the jockeying I had to do with the throttle to
keep the speed up.  I'll have to talk to my instructor about the proper RPM
to maintain 70 knots in a Piper Tomahawk.  I thought that ~1900 for the 
pattern and ~1600 for the final would be good, but apparently not.  


Well, that's all about my night flight.  Soon, night cross-country!  Haven't
done that in about a year, but if we keep getting such great nights I'm
definitely going for it!

I'm looking forward to any comments!

-------------------------

James E. Jones, Jr.
College of Engineering
Northeastern University
Boston, Massachusetts 02115

internet: james@nueng.coe.northeastern.edu
BITnet:  james@nuhub
Phone: (617)437-4430
FAX: (617)437-2501

*** All comments made are my own,                 ***
*** they are not those of Northeastern University ***

Newsgroups: rec.aviation