Making the right decision

Then we flew to Page, Arizona (PGA), and had planned to refuel again. But we arrived later than expected only to learn that the FBO was closed. No fuel. We had a predicament.

We went over the flight planning that we had done. We were flying a Cessna 172, with 38 gallons usable. We placed a fuel stick in the tank—which measured the fuel quantity in gallons—and calculated our distance back. We checked the weather and the winds aloft. Finally we decided we could make it, with required reserves plus some extra. This was in accordance with FAR 91.151 (a) (2), fuel requirements for flight in VFR conditions, at night. At night you need to be able to fly to the first point of intended landing, and after that for at least 45 minutes. I prefer a bit more—an hour at night. We applied the PAVE checklist to consider the Pilot in command, Aircraft, enVironment, and External pressures. Neither of us was fatigued. The aircraft was equipped for night flight, and the weather was good VFR. We carefully evaluated our route of flight. We had multiple ways to navigate, including the Page (PGA) VOR, a lighted highway, and a bright moonlit night. Night flight requires special consideration: Will the flight conditions allow a safe emergency landing at night? Yes, as we would also be following a well-lit roadway, and there were two small airports along the way. In addition, we had checked the aircraft’s lights and carried flashlights. We were confident that the flight could be conducted safely.

We finally took off and headed west to St. George. Fortunately, it was a moonlit night, and we could clearly see the night sky with millions of stars visible in the southwest sky, including the Big Dipper and the North Star on our right, as there is little or no light pollution in the Southwest. We were able to make it back comfortably, with the required fuel reserves when we arrived at St. George.

What lessons did we learn? Several. Things are different at night. Check fuel availability. Is self-serve fuel available? It should be, but things happen. Don’t assume. Call ahead and check. At night, I recommend landing at larger airports that probably have better airport, approach, and runway/taxiway lighting, along with better facilities and services. That way if you encounter any problems, you are likely to have more resources and people available to help if needed.

Also, flying at night has its own issues. Fatigue is an obvious one. Get-there-itis is another. You are more tempted to overfly a fuel stop at night because you want to get home. This sets you up for running low or out of fuel. And because of fatigue, we don’t always think as clearly.

And are you really prepared for night flying, with flashlights (yes, more than one) readily available? How well is your instrument panel illuminated at night? And on and on.

I strongly encourage you to do the necessary flight-planning for flying at night, including having adequate fuel reserves, and get flight following from ATC if possible. Also, have all the supplies and gear that you may need easily accessible, not in the back of the airplane. Hopefully this way you will be able to minimize unwanted surprises and enjoy flying at night.