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25 FAA Gen. Aviation News 3 (1986)

handle is hein.space/fasfybfg0025 and id is 1 raw text is: Short days and obscured terrain can alter the landing picture In the winter season the number of accidents or incidents involving landings at small air- ports at dusk or later invariably increases. By midwinter it starts to get dark around four o'clock over much of the country, and the shortened day means that many flights which would have terminated in broad daylight in the summery half of the year cannot be con- cluded before nightfall. For some pilots this is not a big problem, but for others who may not realize how depen- dent they are on good, clear visual reference for carrying out skillful approaches and safe landings, there are unexpected hazards. Good preparation for long winter flights includes acquiring complete information about the destination airport, such as hours of atten- dance, lighting arrangements. NAVAIDs in service, etc. Flight planning even for VFR should in- clude an alternate destination in case the en route flight time is extended for any reason and no field lights will be available: up-to-date charts and Airport Facility Directory; a flash- light for reading same in semi-darkness and eyeglasses if necessary. Such preparations are advisable even if you are returning to your home field, which you may feel that you know like the back of your hand. You may know it that well by daylight. but if you have never approached it after dark, with a camouflage of snow or clouds or shad- ows around it, and have to make a go-around or missed approach, you do not want to find out through experience where the trees or the hills or the woods are. A VFR day has a way of changing quickly to local IFR at dusk. When a pleasantly warm winter sun sets, the rapidly cooling air may bring patches of wispy clouds or fog over the runway in short order. Snow on the runway may enhance the light levels at dusk, but it also has a way of chang- ing your perspectives and depth perception. As with landing on glassy lakes, premature flaring is a distinct possibility. Just how much a little darkness can affect an approach was illustrated by an accident that took place at Fulton County Airport near Atlanta. GA, recently. The pilot, with his wife and son aboard the Beech Musketeer had departed Chattanooga, TN at approximately 11:30 p.m. for a return flight to their home base at Fulton County, according to the report filed by the National Transportation Safety Board. When they arrived in the Atlanta area shortly after midnight, the tower at Fulton County was closed, but the aircraft was vec- tored to the airport by means of DF steers from the flight service station. Although fully qualified and current in the aircraft for night operations with passengers, the pilot had dif- ficulty orienting himself toward the one light- ed runway (SR 2614 The night sky was clear but dark. While making a straight-in approach to SR the aircraft was allowed to drift well to the right of the runway before the pilot recognized his predicament. He then raised the flaps and added full power for a go-around. but was unable to avoid ground contact. Damage was substantial, injuries to the pilot and his wife FAA General Aviation News 1 January February 186 3

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