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Flying Safely in the Dark

This section describes considerations and practices regarding radio-controlled night flying safety.
NOTICE: The opinions and ideas expressed here are solely those of the author. Any enjoyment derrived from the ingestion, inspiration or implementation of this information - as well as any potential mishaps or problems incured through the practice of the activities described herein - belong solely to you. In other words, if you use any of the suggestions, guidelines or any other information presented here, you do so at your own risk. But please, keep the risks to a minimum. The idea here is to have fun!

Night Flying Safety

There are a number of common sense safety considerations to keep in mind for night flying that you probably are already following in your daylight flying practices. If you are not following certain safety practices, I will assume it is because you are aware of the risks and have chosen to live with those risks in spite of the possible consequences. However, as you enter a new realm of flying - night flying - you will soon discover that there are additional safety considerations to become aware of. If you are an adult, you will have to decide for yourself which items are most important to you, and what level of risk you are willing to accept if you ignore certain practices. Below, I present a detailed guideline for you to consider when building a safety plan that works for you.


The following is a list of key points to consider when addressing night flying safety:

Solitude

Probably the single most important safety factor to consider is one that I'm sure you've heard 100 times if you've heard it once, and that is: Do not fly alone! I guess this puts me in a position of saying, "do as I say, not as I do," because I have flown alone on many occasions and often prefer to fly alone. However, I am fully aware of the risks and have read all the horror stories about modelers becoming severely injured at the field with no one around to help them - one or more of whom died on the scene or while trying to go for help. I believe it is a good idea to fly with a friend, but I keep those horror stories fresh in my mind while I am flying alone so as to be exceptionally careful. Fortunately, my safety practices have kept me out of trouble for fifteen years. However I do on a rare occasion manage to cut myself on the propeller while attempting to start an engine. I make no excuses about flying alone. In other words, I do not rationalize that I will be safe because of the habits I have developed over the years and that nothing will happen simply because nothing has happened. I know that flying alone is dangerous, I am aware of the risks, and I realize all too well that accidents do happen. I know that if I continue to fly alone that I have the potential of one day becoming another statistic, but it is a risk I have chosen to take. I urge you to fly with a friend or fellow modeler, especially if you have not been flying very long and have not yet established solid habits and a strong daytime safety record. However, if you choose to fly alone, be aware of the risks and the potential consequences, and remember that when you choose to fly alone, you do so at your own risk! Keep in mind that the risks of flying alone may not be limited to flying. With the increase of violent crime, you could have an encounter with an unfriendly individual looking to rob you. Or, you could have problems with your transport vehicle and become stranded at your flying site. There's also a slim possibility that you could suffer a heart attack or stroke or have a seisure or a bad reaction to any medication you may be taking. If you are aware of any health concerns or conditions that may adversely affect you - or if you are allergic to bee stings or other insect or spider bites - then for these reasons alone you should never fly alone!

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Communication

Whenever you go flying, it is a good idea to let someone know where you will be and how long you expect to be there. Often, flying fields are located outside of city limits, several miles from home. If you have a cellular telephone or are a licensed radio operator, carry your telephone or radio with you at the field in case you need to make an emergency call. I am fortunate enough to fly at a club that has a telephone on site, so if there is a problem, someone can call for help. However, many flying clubs have no such luxury.

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First Aid

Regardless of your ability to contact personnel in case of emergency, it is essential that you have a first aid kit available on site. When an emergency occurs at the field, it usually involves a spinning propeller coming into contact with some part of the human body (most often the hand), causing bleeding. The most important thing to do at this point is to get the bleeding under control. A complete first aid kit should include a clean towel (preferrably in a sanitary, sealed bag), a tourniquet, and possibly even a splint for more severe injuries, sanitary towelettes, some disinfectant and a wide variety of bandages to handle less severe and minor injuries. Although I have worked in information systems at a hospital for twelve years, I have no formal medical background. Therefore, you may want to get a second opinion before considering following my next example. For small cuts, I have discovered (as other modelers have) that using a dab of CA adhesive on the affected area seals the wound quite nicely. It has been my experience that when applied promptly, it will disinfect, seal and protect the wound all at once, with very little, if any, pain. Once I seal it with CA glue, I protect it with a bandage, and am able to continue my flying session with little worry of losing more blood or triggering an infection. Please remember that I am not administering medical advice here, only a voice of personal experience. Also, remember that no wound is too small to be concerned about. Complications can occur from an injury as small as a pin prick or a bump or bruise. Also, you may want to consider keeping some rubber gloves with the first aid kit to protect yourself from exposure to someone elses blood in the event you have to administer first aid to a fellow modeler. Depending on where you live, you may want to include a snake bite kit, or a comb and tweezer for extracting cactus and cactus needles, or any other specialty first-aid kit or equipment that applies to your area. I am fortunate enough to belong to a club that has a refrigerator/freezer on site where ice can be kept. I can't say I have ever seen a bag of ice or an ice pack in the freezer, but it would be a good idea to keep an ice pack handy, if possible, in case you would ever need one.

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Hazardous Area

It is important to be familiar with a flying site during daylight hours in order to avoid mishaps at night. Look around and take note of any structures or objects that may present a danger to flying aircraft. Look for power lines, towers, buildings, fences, poles - anything that could potentially get in the way. Also become aware of the surrounding terrain in case your plane were to go down some distance away from the field. In places like the Sonoran Desert (where I live), it may not be a good idea to go hiking through the desert in search of a downed aircraft after dark, for that's when poisonous snakes and other creatures come out to feed. You should dress appropriately for your area as well. If you expect to have to walk through the desert, for example, wear high-top leather shoes such as hiking boots with heavy socks and long denim pants and a long-sleeved shirt to protect your ankles, legs and arms from cactus, thorny bushes, insects and snakes. Regardless of where you fly, it is a good idea to carry AMA insurance in the event your aircraft were to cause damage or injury to property or persons during a mishap.

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Personal Space

Know your immediate area as well. Make an effort to familiarize yourself with how the flight line is constructed. If there is a protective fence, make a note of any protruding poles or fasteners that you could possibly trip over. Make sure there are no large stones or other objects that could cause you to trip in the dark. Arrange your flight equipment in the pit area so that you have clear passage from the pits to the flight line and make sure you have no loose cables laying around - from an electric starter, for example - that could present a tripping hazard. Remember that, in addition to the more common failures that include adverse wind conditions, mechanical failure, battery failure, electrical system failure, etc., some accidents are caused by the pilot's inability to control the airplane from the ground. If you drop your transmitter by stumbling over something in the dark, your plane is on its own! Your best investment would be to have a flying buddy who can watch where you are going when you are watching your aircraft.

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The Dusk Busters

If you have acquired enough experience flying at night to attempt a flight through the sunset, remember that you are about to face the most adverse natural lighting conditions that exist (with the exception of dawn - see the Twilight Zone, below). Flying through the sunset can be a challenge on a clear day, but can be worsened by a number of factors such as rain, haze, fog, etc. Out in the desert where I fly, there is usually a nice breeze blowing from west to east as the sun sets, and at some point during the sunset, the air becomes so smooth - even if there's a steady breeze - that flying becomes an absolute joy. It's easy to get caught up in the moment in such situations and to experience a momentary lapse of awareness of the factors that could prematurely end your flight. The gradation in light levels between the east and the west vary widely during this time and can contribute to your aircraft's demise. If you fly to the west, you can risk looking into the setting sun if it has not gone below the horizon, or your plane will become a black shadow (since it is between you and the source of light). And your eyes will most assuredly adjust to the brightness as you look in that direction, further obstructing the view of your airplane. Keep your plane to the east of you as much as possible. This will keep you looking toward the increasing darkness in the east and will allow you to see the illuminated side of your aircraft (since the light source will be behind you). I have found that an all-white aircraft provides the greatest visibility during these hours, for it creates the greatest contrast. At distances, the eye often cannot descern colors, especially in low lighting conditions, but you can always distinguish between black and white. Also, if you have been flying during the day and suddenly realize you are having great difficulty seeing your plane as the sun sets, TAKE OFF YOUR SUN GLASSES!

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The Dusk Busters: Part II

I discovered an interesting thing about the desert that I never was really aware of until I began night flying on a regular basis. There are a number of small flying creatures that come out at dusk, such as moths and gnats, that would just love to suck the moisture out of my eyeballs if given the chance. This behaviour can present quite a hazard to an RC pilot! I have, on more than one occasion, had to contend with small spiders dangling from my transmitter antenna during the day (many spiders spin what is called a balloon web which is designed to carry them through the air on a breezy day to new locations - usually, these are newborn spiders). However, these other winged creatures (as opposed to the spiders) seem to actively seek out a person's eyeballs, presumably in search of a drink of water. Therefore, it is good to carry some form of bug and insect repellant, and possibly even wear a pair of glasses or safety goggles to prevent such encounters from turning ugly. It's no fun to squash a bug in your eye while flying! Combine a stinging, burning sensation, watering eyes and poor lighting conditions, and you're in for quite a ride. I speak from experience. I highly recommend you have an experienced night flyer standing by your side if you plan to fly through the sunset for just such a contingency.

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The Twilight Zone

I thought I knew what bad lighting conditions were, until I flew through the sunrise. It wasn't so much the conditions of sunrise that were a problem as it was a newly discovered obstruction. Where I fly, there are mountains close by to the East. There are mountains to the West as well, but they are so far away that their peaks are very close to the horizon. What this translates to is that when the sun is going down, there is direct sunlight shining on my plane until the sun goes below the horizon - at which point, the sky is dark enough for me to see the lights on my plane. During sunrise, however, I am in the shadow of a mountain for 30-40 minutes after the sun actually rises above the horizon! This means there is no direct sunlight shining on my airplane, and I am flying, literally, in the shadow of the mountain. What I noticed was that, because of this condition, the sky became very bright, and with no sunlight on my aircraft, it literally disappeared in the sky when I flew to the West. And the sky was so bright, in fact, that the lights on my plane were barely discernable. These were truly the worst lighting conditions I have encountered to date. I suspect if I were to fly in the shadow of a mountain during sunset, the effect would be the same (except that the sky would be getting darker instead of lighter, which means the conditions would be improving instead of getting worse). Therefore, if you plan to do any flying through the sunset or the sunrise, be aware of large obstructions (like mountains!) that could plunge your plane into the shadows. A bright set of lights (brighter than my lighting system, anyway) is highly recommended under these conditions!

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Seeing the Light

The most critical factor in flying at night is your ability to see. You'll want to make every effort possible to enhance and maintain your night vision. Looking into a bright light - even for a moment - can take away your night vision for several minutes. Your eyes can take 25 minutes or more to become fully adjusted to the darkness after being exposed to bright light (for an extreme demonstration, stand outdoors for a moment on a bright, sunny day, then step into a dimly-lit room, or into a darkened room with a small flashlight). For this reason, it is important to avoid looking into any light source immediately prior to flying an airplane at night. However, you will need a way to see what you are doing in the pit area when preparing your airplane for flight. For general purpose use, I use a small flashlight of sorts that I constructed, myself, consisting of a rechargable portable telephone battery, three super-bright green LEDs, and a pushbutton switch. It provides just enough light for me to see what I am doing, but not enough light to significantly affect my night vision. I have also found that having a light source mounted overhead is quite effective. I am working on plans for a small telescoping light stand that will mount to my flight box. The idea is to mount a hands-free, subtle light in such a way where I will not be apt to accidentally look directly into it and that will provide enough light for me to see without significantly affecting my night vision. Also, I have yet to explore the effects of different colored lights on my night vision. However, I prefer using super-bright green LEDs, since they provide a fair amount of light and allow me to distinguish between different colors of objects. Again, your best defense is a flying buddy. If you have a friend prepare your plane while you remain in the dark, you avoid the possibility of losing your night vision.

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In the Limelight

Depending on where you fly, the surrounding area potentially can present varying sources of light pollution that can affect your ability to see. For example, if you have a fair view of city lights, it is possible to lose perspective of the lights on your plane as your plane descends into that sea of lights on landing approach. If you fly near a ballpark, you may be affected by the bright field lamps (even in the distance), and possibly only on certain nights of the week. Other nearby sources can cause unexpected reflections off the aircraft surfaces in flight, such as from the headlights of a passing car or a street lamp. Anything that can distract your thoughts can potentially contribute to an incident, and any nearby lighting can obscure your ability to see in the dark. Be aware of any and all light sources that could in any way interfere with your night flying vision or perspective.

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The Sky Factor

Keep in mind that an overcast or cloudy sky will reflect city lights, resulting in reduced contrast between the lights of your aircraft and the background sky. Depending on your proximity to the city and the density of city lights, clouds can potentially bring the light level up enough to cause your eyes to adjust. A full moon on a clear night can have a similar effect. Other natural factors can affect visibility, such as haze, smog, fog, blowing dust, rain or snow. Be aware of the weather forecast before heading out to fly so you can be prepared for any potentially adverse conditions. By the way, it is not recommended to fly in the snow or the rain (especially during an electrical storm), but if you do, don't forget to shield your transmitter from moisture in order to prevent any fouling of the internal electronics or potentiometers. A good friend of mine discovered that wet sticks don't fly right.

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Shiver Me Timbers

Depending on the climate where you fly, temperatures can change significantly after sundown. Temperature changes can not only affect engine performance, but they also can affect pilot performance. In the Sonoran Desert (where I live), it is common for temperatures to swing 40 degrees within a 24-hour period. The most swift temperature changes occur just after sunset; the dry air cools off quickly. If you're flying comfortably in a tee-shirt in the Spring just before sundown, chances are you're going to need a sweatshirt in about an hour. Think ahead and be prepared by dressing for the weather and carry whatever protective outerwear to the field that you think you may need. It is also a good idea - especially in the desert - to carry lots of drinking water, and maybe even some food if you expect to be flying for an extended length of time. I fly with diesel engines and have an on-board electric power generator, and I carry a large external battery for my transmitters, so I can fly indefinately through the day or night. The diesel engines are far more efficient than glow engines, so I get much longer flights, and I don't have to worry about my batteries going dead. Therefore, I carry plenty of water and food with me whenever I go flying.

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Pre-Crash Inspections

Any maiden flights or test flights designed to verify the integrity of an aircraft or to trim the flight controls should be performed during daylight hours. If complications occur, it is not a good idea to complicate things further by eliminating visual detail that daylight can provide. Before flying in the darkness, make sure that your aircraft is flight ready (and proven so) when you can best examine it. Complete preventive maintenance and pre-flight checks (including radio range checks) are highly recommended on a regular basis whether you fly in the day or at night. Check all clevises for stress or wear, make sure all wheel collars are secure, check the fuel tank and fuel lines for leaks or debris (fuel filter included), check for structural damage, proper wing alignment, proper wheel alignment for adequate ground handling, servo integrity, battery and wiring connections, battery condition, control surface movement, propeller condition, wing bolt integrity, and anything else you can think of that could affect the flight of your aircraft. If you're paying close attention, you will notice that I didn't mention to check the receiver switch. That's because I don't use one. It has been my experience that the receiver switch is prone to failure, so I have eliminated it from my airplanes, completely.
Knowing that your plane is in good condition will eliminate much worry, allowing you to concentrate on having fun. The only adjustments you should need to make in the dark is fuel mixture (and/or compression if you fly diesel). Diesel engines are sensitive to the temperature changes in the desert, so I automatically expect to have to make slight adjustments after the sun goes down. As a side note, diesel engines love the heat!

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Leave the Light On

The lights on your aircraft are of utmost importance. Without them, you cannot see your plane. Simple as that. If your lighting system fails in flight you have little chance of recovering your aircraft in one piece, assuming you will ever find it. An unseen airplane falling from the sky can present itself as quite a hazard if it comes down in a populated area. That is why it is essential to have a backup lighting system. There are a number of ways to achieve this. Probably the simplest thing you could do would be to attach a chemical light stick to your aircraft - something that requires no electricity or other connections to produce light. That way, if your electrical lighting system fails, you at least have an idea of where your plane is and can make a more controlled landing somewhere nearby (if not on the runway). Another highly-recommended alternative (or addition!) is to wire separate lighting circuits within the aircraft. That way, if one section of the system fails, the whole aircraft doesn't go dark. I typically wire my aircraft with four separate circuits: one for the tail, one for the fuselage/nose, and one for each wing. My airplane was spared one evening when the wiring failed in the tail. Fortunately, I barely noticed, because the fuselage and wings remained brightly lit (if not moreso due to the increase in residual power that was no longer being consumed by the lights in the tail). Although I have not pursued this idea, I have been considering for a long time now to put a strobe light on my aircraft that will turn on if the engine quits. The idea is that it could serve as a visual beacon to help locate my aircraft in the event it goes down somewhere out in the desert.

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The Life Line

The life line to the lighting system is the source of electrical power. If the power source fails, the lights go out and your plane goes down (assuming the throttle doesn't get stuck open with the other servos stuck in a gentle climb on a full tank of gas). It is essential to monitor the condition of your power source - be it batteries, a generator, a combination of both, or some new fangled power supply based on cold fusion or some other as-of-yet uninvented contraption. If you do not include an electrical generator as part of your electrical power system, it is essential that you provide a separate power source for your lighting system than you use for your receiver and servos (i.e. two battery packs). If you power everything off one set of batteries, then if your batteries die, so do your lights and your radio control! If you have ever had or witnessed an experience with flight batteries going dead while in flight, you know the results can be highly unpredictable. I have seen planes fly up and out of sight, never to be seen again, and I have seen planes come out of the sky as if someone threw them down. Fortunately, I have only had one bad battery incident in my 15+ years in the hobby, and it was on a landing approach, so damage was minimal. But at night, you cannot afford to take any chances. If you fly with a generator on board, it is OK to use a single set of batteries, as long as the system is designed to provide a charging current to the batteries (and no drain is realized from the batteries) as long as the engine is running. There is currently no generator system on the market that provides sufficient power and reliability to serve as an adequate power source for night flying (that I am aware of, anyway). However, I have it on good authority that there is an amazing new product in the works that provides more than enough power for any night flying adventure. I know this because I have been flying an early prototype for two or three years (time flies), and I know the inventor personally. And he is currently assembling a show plane that I believe is unlike anything that has ever flown at night.

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Summary

I realize I have dispensed a lot of information in this section - probably more than anyone could be expected to absorb (much less read!) in one sitting. The bottom line is: use common sense. I don't really like the term "common sense", because it hasn't been all that common in my observations. We're all human and sometimes we cut corners or have a lapse of awareness or consideration in the interest of having fun, and incidents can and do (and will continue to) happen. If there is one thing that I have learned it is that if you skimp on something because you are in a hurry to have some fun, there's a good chance that your fun is going to be cut short. But if you develop good habits and inspect your systems regularly and keep them in shape, you can fly without worry and can enjoy the moments of flying with confidence that you will have the opportunity to repeat the experience.

Copyright 1999, 2000, 2001
12/16/2001