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21, “remaining in the pattern,” followed by aDecathalon pilot calling downwind. “Shouldn’t beany separation issues there,” I thought, as I strainedto see if I could pick them out visually. “Don’t try tosee them straight ahead, Stewart, pick them up inyour peripheral vision,” I reminded myself, remembering that the visual scanning techniques for “seeand avoid” are different at night.As the Decathalon pilot announced turning final for a touch-and-go, the Mooney reported amid-field downwind leg. It sounded as if these twopilots were doing a good job keeping each otherinformed as to where they were in the pattern. Frommy vantage point of about 12 miles to the southeastand at an altitudeof 3,500 feet, I couldIf an aircraft is not equipped with position lights, see the landing lightit will turn into a figurative pumpkin with theof the Decathalonsetting of the sun and it should not be flownas it touched down,rolled out, and thenagain until the sun rises.took off.I was having a heck of a time picking out theMooney. Apparently, I wasn’t the only one as theDecathalon pilot announced, “Hey Mooney, yourposition lights sure aren’t very bright. In fact, I’mhaving a hard time finding you.”“Oops how’s this?” replied the Mooney pilotas not only the position lights, but also the anticollision lights of his airplane suddenly appeared.“Guess I forgot. Thanks for the heads up,” he added.(Sometimes it’s nice to know that I am not the only onewho succumbs to CRM—Can’t Remember Much.)When Does “Night” Start?This is a good time to review what theregulations say about night flight, especially sincewe are at that time of the year when many of usare most likely to have occasion to fly at night. It isinteresting to note that the regulations refer to threedifferent periods of time in relation to night operations: One for equipment, one for currency, and onefor logging night operations.Let’s start by looking at the definition ofnight found in Title 14 Code of Federal Regulations(14 CFR) part 1: “Night means the time betweenthe end of evening civil twilight and the beginning of morning civil twilight, as published in theAmerican Air Almanac, converted to local time.”4FAAAviation NewsNovember/December 2008When referring to the Almanac, we find that theperiod of civil twilight changes relative to geographic position as well as the time of year. Thus, itmight be 15 or 20 minutes long, it could be almostan hour, or any time in between. So the only flighttime that can be logged as night flight is flying thattakes place during the period of time defined as“night” in 14 CFR part 1.Night Flying CurrencyBut, what about those takeoffs and landingsthat have to be made in order to carry passengers?Does the same time period apply? No, it doesn’t.If we refer to 14 CFR section 61.57, Recent FlightExperience: Pilot In Command, we find that, inorder to carry passengers “during the period beginning one hour after sunset and ending one hourbefore sunrise,” the pilot in command must havemade at least three takeoffs and three landings to afull stop, between the hours of one hour after sunsetto one hour before sunrise, within the preceding90 days. The regulations also state that the pilot bethe sole manipulator of the controls, which meansthat, if you are a Certificated Flight Instructor (CFI)conducting night training, the takeoffs and landings that your client makes do not count towardsyour own night currency.Under the regulations, the landing that theDecathalon pilot made would not count towardshis night currency for two reasons. One, the landing was a touch-and-go and not a full-stop landing.For More InformationRisk Management for VFR Flight at Nighthttp://www.faa.gov/library/manuals/pilot risk/media/4.0%20Night%20VFR.pdf“N.I.G.H.T.” FAA Aviation News,November/December 2005http://www.faa.gov/news/aviation news/2005/media/novdec2005.pdfAOPA Air Safety Foundation’s Night VFR l

Laurie Zaleski photoThe other reason was because, although itwas dark at the time as civil twilight haddefinitely ended, it still wasn’t an hourafter sunset.Night LightsWe’ve reviewed what the rules sayabout logging night flight and recency ofexperience, but what about the rules relative to those lights on the airplane? It ishere that the rules might seem contradictory. In 14 CFR section 91.205 (c) VisualFlight Rules (night), it states that for VFR (visualflight rules) flight at night (let’s remember the definition discussed above) one needs all the daytimeinstruments and equipment, plus approved position lights, an approved anti-collision light system,and an adequate source of electrical power.Let’s discuss the issue of anti-collisionlights a little further. I used to try and convincemyself that I didn’t need an anti-collision light onmy PA-12 using the argument that it was grandfathered from the requirement. However, I was wrongsince 14 CFR section 91.205 states specifically that:“Anti-collision light systems initially installed afterAugust 11, 1971, on aircraft for which a type certificate was issued or applied for before August 11,1971, must at least meet the light standards thatwere in effect on August 10, 1971, except that thecolor may be either aviation red or aviation white.”(Yes, I installed a flashing beacon on the top of thewing-root fairing to comply with the regulation.)Continuing to read 14 CFR section 91.205, we seethat a landing light is not required unless the airplane is being flown for hire. This regulation couldlead to believing that you only need those lightsbetween the end and beginning of evening andmorning civil twilight, as the regulation states: “ForVFR flight at night ”But, reading just a little further in theregulations we find 14 CFR section 91.209 AircraftLights, which says that: “No person may: (a)during the period from sunset to sunrise (1)Operate an aircraft unless it has lighted position lights.” (Please, all you Alaska pilots, don’tget upset if I don’t mention the exceptions to therules.) It was this regulation that ended my flying day when I used to ferry a non-electric Champfrom Massachusetts to Florida every fall. With noposition lights on that airplane, I had to be on theground by the time the sun had set. The rule makesit clear that, if an aircraft is not equipped withposition lights, it will turn into a figurative pumpkin with the setting of the sun and it should not beflown again until the sun rises.ReviewSo, as we find ourselves at that time of theyear with the least daylight, remember the threedifferent time periods we need to be aware of: S unset to sunrise for having the lightsturned on. Th at period of time between the end ofevening civil twilight and the beginning ofmorning civil twilight for logging our flightas “night.” O ne hour after sunset to one hour beforesunrise for logging takeoffs and landings forrecent experience currency.Oh, by the way, did I mention that by thetime I was tying the airplane down the full moonwas casting sharp shadows on the ground? I didn’tneed my flashlight at all as I reflected on a wonderful flight at night. Whether you fly at night or not,may you be blessed with blue errr, uhhh clearskies and tailwinds!Doug Stewart is the 2004 National CFI of the Year, a Master CFI, and aDesignated Pilot Examiner (DPE). He operates DSFI, Inc (www.dsflight.com)based at the Columbia County Airport (1B1) in Hudson, New York. 2008 Doug Stewart. Written permission from the author is required to reprint thiscopyrighted article, which is adapted from one previously published in Vintage Aircraft.November/December 2008FAAAviation News5

Ja mes W illi a msBlackoutHow to avoid CFIT at NightAccording to statistics, Controlled Flightinto Terrain (CFIT) is a major cause ofaccidents for all pilots, not just those wholack an instrument rating, so it is not surprisingthat many of these happen at night. Night flying canoffer some of the best experiences of your aviationcareer (less traffic, generally smoother air, fewerstorms). But it also presents challenges that canmake it more dangerous.Earlier this year, the NationalTransportation Safety Board (NTSB) issued asafety alert about Night CFIT due to a number ofrecent accidents. The examples NTSB providedwere from all across the country and varioustypes of terrain. Two fatalities resulted when aPiper Saratoga descended from 8,500 feet to 6,500feet, and collided with a 6,700-foot peak. The pilot6FAAAviation NewsNovember/December 2008had departed Bakersfield, California, en routeto Santa Barbara, California. A similar accidenthappened in Winchester, Virginia, when a PiperCherokee collided with trees and terrain at 2,800feet while descending for landing. All three occupants were killed. Three fatalities resulted, when aLearjet departed Brown Field, south of San Diego,California, and struck terrain while being radarvectored in a mountainous area east of the airport,resulting in three fatalities. Even contact with airtraffic can’t guarantee that a night CFIT accidentwon’t happen. Many more examples were given inthe report, but all had the same theme: Night, striking terrain, and fatalities.While the airplane might not know that it isdark outside, the pilot does. The pilot loses a hugeamount of information when dark obscures his

or her view out the windshield. Innovations likeEnhanced Flight Visual Systems (EFVS), SyntheticVision Systems (SVS), and night vision goggles(NVG) may one day eliminate the threat of unseenterrain or obstacles, but they will take some time tobecome widely available to most GA pilots.In the meantime, how can you avoid becoming a statistic? Planning and preparation are thebest defenses. Taking some time before you takeoff to familiarize yourself with your flight and theterrain you’ll be operating over is well worth theinvestment. The NTSB Safety Alert offers the following tips to avoid a night CFIT accident: I f you fly at night, especially in remote or unlitareas, consider whether a global positioningsystem (GPS)-based terrain awareness unitwould improve your safety of flight.James Williams is a Technical Writer-Editor in Flight Standards Service’sGeneral Aviation and Commercial Division. He is also a pilot and aground instructor. W hen planning a nighttime Visual FlightRules (VFR) flight, follow Instrument FlightRules (IFR) practices, such as climbing on aknown safe course until well above surrounding terrain. Choose a cruising altitudethat provides terrain separation similar toIFR flights (2,000 feet above ground level inmountainous areas and 1,000 feet above theground in other areas). W hen receiving radar services, do notdepend on air traffic controllers to warn youof terrain hazards. Although controllers willtry to warn pilots if they notice a hazardoussituation, they may not always be able torecognize that a particular VFR aircraft isdangerously close to terrain. W hen ATC issues a heading along with aninstruction to “maintain VFR,” be awarethat the heading may not provide adequateterrain clearance. If you have any doubtabout your ability to visually avoid terrainand obstacles, advise ATC immediately andtake action to reach a safe altitude. F or improved night vision, the FAA recommends the use of supplemental oxygen forflights above 5,000 feet.Michael W. Brown photo T errain familiarization is critical to safevisual operations at night. Use sectionalcharts or other topographic references toensure that your altitude will safely clear terrain and obstructions all along your route.For More InformationThe Cheapest Insurance, FAA Aviation News, March/April 2008, available online at http://www.faa.gov/news/aviation news/2008/media/marapr2008.pdfNTSB Safety Alert: Controlled Flight into Terrain inVisual Conditions at http://www.ntsb.gov/alerts/SA 013.pdfNTSB safety recommendation letter issued as a resultof minimum safe altitude warning and ATC awarenessissues at http://www.ntsb.gov/Recs/letters/2006/A06 44 47.pdfNovember/December 2008FAAAviation News7

F r e de r ic k E . T i lt on, M . D.FAA F e de r a l A i r Su r g e onCurbing Carbon MonoxideCarbon monoxide poisoning is a safety issuethat pilots may not often think about, but it canhave significant, even fatal, consequences for aircraft occupants. Carbon monoxide (CO) can causea form of hypoxia by attaching tightly to the hemoglobin and preventing oxygen (O2) from binding,thus blocking the transport of O2 throughout thebody.Know the SymptomsThe most common symptoms of carbonmonoxide exposure include varying degrees ofheadache, drowsiness, shortness of breath, blurredvision, and impaired judgment. These symptomstend to worsen at altitude, and there are wide personal variations, depending on the circumstancesand whether or not the individual is a smoker.Know the Danger SignsBecause it is both colorless and odorless,a pilot may not be aware that CO is present untilsymptoms develop. As a by-product of combustion,however, carbonmonoxide is freThe most common symptoms of carbonquently associatedmonoxide exposure include varying degreeswith gases that doof headache, drowsiness, shortness of breath,have an odor andblurred vision, and impaired judgment.color. By avoidingan environmentwith known combustion fumes, you may alsoavoid carbon monoxide. Any unusual cabin smellor sensation of illness should trigger immediatetroubleshooting: Turn the cabin heat completely off. I ncrease cabin fresh air ventilation tomaximum. O pen windows, if the flight profile andaircraft flight manual so permit. I f available (provided it does not pose asafety or fire hazard), use supplementaloxygen. Land as soon as possible.8FAAAviation NewsNovember/December 2008 L et Air Traffic Control know of your concerns,and ask for vectors to the nearest airport. Once on the ground, seek medical attention. B efore continuing the flight, have the aircraft inspected by a certificated mechanic.An Ounce of Prevention To minimize the risk of CO in your aircraft,ensure that aircraft heating/ventilation systemsand exhaust manifolds are all in good workingorder, as specified by the manufacturer and theFAA. Pay special attention to older aircraft, becauseof corrosion or simple wear and tear, and have acertificated mechanic verify firewall and aircraftstructural integrity.Another preventive action is to use one ofthe many CO detection and monitoring devicesavailable on the market today. The least expensiveare hand-held or stick-on colorimetric devices thatchange color in the presence of carbon monoxide.Though not perfect or foolproof, these devices aregenerally effective. Powered detectors for aviation use are available as well, either as portable orpanel-mounted units. These may provide greaterreliability.For more information on this subject andother important topics, take a look at the carbonmonoxide information brochure at res/.Good health and safe flying!Dr. Tilton received both an M.S. and a M.D. degree from the University ofNew Mexico and an M.P.H. from the University of Texas. During a 26-yearcareer with the U.S. Air Force, Dr. Tilton logged more than 4,000 hours as acommand pilot and senior flight surgeon flying a variety of aircraft. He currently flies the Cessna Citation 560 XL.

Taming theNon-toweredBabbleHow to speak likea pro in the patternJ i m A l si pAlthough radio communication is largelyoptional at many non-towered airports,proper use of this tool is one of the mosthelpful things a pilot can do to enhance aviationsafety. The key, though, is proper use. When webabble with extraneous, unclear, or incompleteinformation, we are misusing the radio and takingtime away from pilots who might urgently need toaddress a dangerous situation. The common trafficadvisory frequency (CTAF) is used to assist pilots inidentifying where they are in the traffic pattern andis community property for all pilots. Accordingly,we must not only adhere to established rules andrecommended procedures, e.g., those set forth inthe Aeronautical Information Manual (AIM), butwe must also be courteous and respectful of ourfellow aviators.Who, Where, and WhatLike any other radio call, your transmissionat a non-towered airport should be brief, clear, and,above all, informative. Here are a few tips for meeting these goals.First, a good radio call in a non-toweredVisual Flight Rules (VFR) pattern begins with theH. Dean Chamberlain photoname of the airport you are calling and the word“traffic” to address your fellow pilots. Rememberthat radio transmissions from more than onenon-towered airport can be heard on the sharedfrequency, so repeating the airport name at the endof your transmission saves a lot of confusion. Flyinginto the airport at Okeechobee, Florida, for example, your radio call typically starts with the words,“Okeechobee traffic,” and ends with “Okeechobee.”The second item in a good radio call is selfidentification. The AIM (Chapter 4-2-3) recommendstransmitting your make, model, and complete “N”number. In a busy non-towered pattern, however,you may wish to supplement this information with abrief description that will help visually identify youto others. For instance, you might say somethinglike, “blue high wing,” or “yellow Cub.”The third element is to state where youare, so others will know where to look for you. Theposition report should include both distance andaltitude, such as: “seven miles southeast at 2,500.”If you are familiar with local procedures, it maybe helpful to report your position relative to aknown landmark, much as you would use visualcheckpoints when establishing two-way radio comNovember/December 2008FAAAviation News9

munications prior to entering ClassC airspace. At Indiantown, Florida,a typical call for the VFR patternmight be something like, “threemiles west, over the bridge, 3,000.”The last part of a proper radiocall is to state your intentions, e.g.,“landing Indiantown.”Okeechobeetraffic, Red RV 3345 Delta,10 miles south, 2,300,landing Okeechobee.Quiz TimeNow for the quiz! Using the tips we havealready discussed, look at the following threesample transmissions and select the radio call thatbest follows the suggestions provided above:1. Okeechobee traffic, RV 3345 Delta is 10miles south of the Okeechobee Airport. Wewill fly over the airport, then do a tear dropto enter the left downwind for runway 13.Okeechobee.2. Okeechobee traffic, this is RV45 Delta, 9.6nautical miles south, 2,300 feet, landing onrunway 13 at Okeechobee. (Can you tell thatthis pilot has a GPS navigator?)3. Okeechobee traffic, Red RV 3345 Delta, 10miles south, 2,300, landing Okeechobee.Ready for the answer? I would chooseresponse numberthree. Your selectionToo many pilots think it sounds cool to “takemight be different,but I hope it is notthe active,” but this transmission violates thenumber one. Here’sprime directive—provide useful information.why. From 10 milesout, you cannot know the situation at the airport.Eve

FAA safety professionals and more than 2,000 vol-unteer representatives across the United States who develop targeted programs to improve safety. When I joined FAA, we had an Aviation Safety Program referred to as “Man in a Van.” A . safety program manager would load up a G-car