SPORTPLANE BUILDER

At some time during the construction of your homebuilt, you will have to decide whether or not to equip it for night flying. You must make this decision before you complete wiring your aircraft and prepare it for certification. For most builders this is no decision at all. Of course, it is going to be equipped for night operations! For the rest of the builders, however, that decision will be difficult to make for a number of reasons. The prospect of flying a single engine aircraft, much less a homebuilt, at night simply doesn't appeal to a lot of builder pilots. But, there are other reservations as well. For example, in an honest attempt to resolve the problem, the undecided builder's line of reasoning might go something like this: "I don't intend to fly at night so why should I go to the trouble and expense of equipping my airplane for it? I already know how expensive navigation and strobe lights are. By the time I install the navigation lights, strobes, power supply, switches, circuit breakers, and wiring, I'll have spent over $600. "All that night flying equipment (I don't intend to use) will simply add more weight and will probably cut into my aircraft's performance. Maybe it wouldn't be much but I'm sure it all adds up and it is measurable. "Not only that, I'll be setting myself up for extra work and maintenance problems in the future. After all, bulbs do burn out, switches fail, and wiring and other components will require attention from time to time. "In addition to all that, I will have to devise and install some sort of cockpit lights so I can see the instruments at night. All told, there goes another five pounds, and another thousand bucks, for a free ride!" I agree with that line of thinking. Those are all good reasons for not equipping an airplane for night operations that may never take place. Let's take those arguments one step further and add this observation, too. There is little justification for installing night flying equipment

Tony Bingelis

TAIL LIGHT MAY OR MAY NOT BE PARTIALLY VISIBLE

GREEN LIGHT

RED LIGHT THIS ONE IS COMING AT YOU!

WHITE TAIL LIGHT IS QUITE VISIBLE

RED LIGHT

GREEN LIGHT

THIS ONE IS GOING AWAY!

FIGURE 1 COLLISION COURSE???

The lights on this airplane cannot be seen from below. Obviously such installations on drooped wing tips should be avoided. SPORT AVIATION 81

on low powered lightplanes used strictly for weekend airport hopping, sight-seeing, and sport flying in general. However . . . RED POSITION / LIGHT /

GREEN POSITION LIGHT

\

\

180°

SIDE VIEW

180

FIGURE 2 POSITION LIGHTS - MINIMUM COVERAGE 82 DECEMBER 1993

Suppose your airplane is not a low powered slow bird. It is far more versatile than that and you expect to use it often for cross-country flying. In that case, equipping it for a night flight capability may be advisable. There could be a time when you may not be able to make it back from a trip before the sun sets. Lights would be most welcome then, wouldn't they? They could also keep you from stretching your luck by trying to get home before darkness sets in. Not only is such a flight risky and illegal, it could result in having a violation filed against you ... if you are still around after the flight ends. But, even if you don't intentionally fly at night, it might be worth your while to get your aircraft approved for night operations, anyway. Here's why. The day might come when you have to sell your airplane (these things do happen). The better an aircraft is equipped the greater its versatility, and the better its chances of being sold for a higher price. An aircraft equipped for both day and night operations, for example, would be such an aircraft and may well be much easier to sell. Are you still undecided? Acknowledge that there may be a possible future need for a night flying capability. Then, consider the following as an immediate and least expensive solution to your dilemma. 1. Why not pre-wire the wings for lights and secure the stub ends of the wires inside the wing tips. Adding lights, later, if the need arises, would be relatively simple ... or 2. A less expensive and lighter way to provide for the eventuality is to run a temporary strong cord through the wing from its root end to the wing tip. Secure the cord out of the way. Later, should the need arise, the cord could be tied to one end of the wiring and you will be able to pull it through the wing. Some builders prefer to install a lightweight plastic tube inside the wing to provide a chafe-free channel for the future wiring. To Fly At Night Legally . . .

First of all, you need FAA ap-

proval to operate your homebuilt legally at night. This approval is easy to get provided your airplane is properly equipped. All you have to do is ask for it. The authorization will be entered in the Experimental Operating Limitations issued to you at the time the aircraft is certificated by an FAA Inspector, or a DAR (designated civilian inspector). Here are your options. This aircraft may be operated: a. Day/VFR only b. Day/Night VFR only c. Day/Night VFR and IFR (Ref. FAR 91.205/former ref. 91.33). I repeat, your aircraft must be properly equipped for the flight category you request. ( Y o u r pilot qualifications, or the lack of them, have nothing to do with this authorization.) Good Equipment, But . . .

I dare say about one-third of the aircraft equipped with lights are not, technically, qualified for night operations. Each year at Oshkosh I see similar problem installations. The deficiencies I have repeatedly noted are not primarily due to substandard equipment, but rather due to the way the builder installed it. This makes me wonder how some of these aircraft were approved for night operations . . . or were they? Equipment Needed For Night Operations

We all know that aircraft flying at night must have position (navigation) lights installed. But, this is not enough. They must also have an anti-collision strobe light system installed. Here is the equipment you will need to fly at night legally: 1. A TSO'd Aviation RED forward position light on the LEFT tip. (Yes, Wilbur, assume you are sitting in the cockpit . . . and facing forward.) That RED light should be so installed that it will project its light horizontally from dead ahead of the aircraft all the way back on the left side as much as 110 degrees. The light must also be visible, up and

(OR LESS)

A

STROBE LIGHTS MUST BE VISIBLE 360°

/

N

WING TIP STROBE, WHEN USED ALONE,

\ MUST CONVERGE WITH IN 1200'FORE AND AFT

AROUND AIRCRAFT'S VERTICAL AXIS /

N APPROVED SYSTEM MUST PROJECT LIGHTS 360° AROUND VERTICAL AXIS AND 30° ABOVE AND BELOW HORIZON: TAL PLANE

ONE OR MORE STROBES MAY BE

1200' (OR LESS)

,5 ) OPTIONAL STROBE LIGHT LOCATIONS UPPER FUSELAGE

VERTICAL FIN

WING TIPS

RUDDER

LOWER FUSELAGE

FIGURE 3 APPROVED ANTI-COLLISION SYSTEMS

down from its location, a total of 180

degrees without being obstructed by

any part of the aircraft's structure. 2. An Aviation GREEN forward

Some submerged nav/strobe light installations may not provide the necessary field of coverage. Why not check your installation for compliance with the rules? SPORT AVIATION 83

position light on the RIGHT wing.

This is the easy way to mount the lights but the installation does not provide the required light coverage. And it's on a store-bought, too!

Position lights alone are insufficient for legal night flights. An anti-collision strobe

light system is also required. An added single strobe mounted on the vertical tail could provide the necessary coverage.

The use of colored wing tip lens covers is interesting and provides a very neat installation. The projecting wing tip strobes ensure adequate anti-collision coverage. 84 DECEMBER 1993

The installation requirements are the same as for the left (red) navigation light. From O degrees forward, swept back on the right as much as 110 degrees. It, too , must be visible up and down 180 degrees through that entire range. 3. An Aviation WHITE light projecting its rays toward the REAR of the aircraft. The light must be projected at least 70 degrees left and right of its O degrees straight aft orientation and 180 degrees up and down. Often this range is difficult to achieve and more than one light may be necessary. The so-called "piggyback" nav/strobe light unit has become the unit of choice with most builders because of its simple installation and effectiveness in obtaining the required coverage. 4. An approved ANTI-COLLISION LIGHT SYSTEM (strobes) producing a minimum of 400 candles installed to provide the required light pattern. A single anti-collision strobe light installed on the vertical fin will generally meet the minimum requirements. A more complex installation with more effective coverage may be obtained by using the "piggyback" wing tip position light/strobe light units . . . provided you don't make the mistake of burying them inside a wing tip enclosure. There are other arrangements which may be used to accommodate some particular aircraft design requirement. 5. Adequate cockpit lighting to enable you to read the instruments. This may be in the form of the rather expensive individual instrument lights (post lights), or a more economical strategically placed cockpit utility light or two. These should preferably be fitted with red or blue lenses. Another piece of equipment you should have on board for night flying is a good flashlight with a red lens. White lights can ruin your night vision so you should avoid using them in the cockpit. 6. Landing lights are optional. It should be noted that landing lights are not required for private aircraft. However, most builder/pilots would not be without them. Although landing lights are not particularly important for night landings on a lighted runway, they could prove to be most essential in m a k i n g an off-field emergency landing. Even so, landing lights can also

be used as taxi lights. On some airports you can't see where to taxi safely otherwise. Builders are learning that small Halogen light u n i t s sold in auto parts stores make very effective landing lights and/or taxi lights. These units should have a rated output of 50 to 100 watts. Although the popular location for l a n d i n g lights is in the outer leading edge areas of the wings, they may also be installed on ret r a c t a b l e l a n d i n g gear legs, in wheel wells, in the engine cowling, and as a retractable unit fitted into the bottom of the fuselage. The nice thing about this type of installation is t h a t the a n g l e of the landing light can be infinitely adjusted by a flexible vernier-type control. This means it can be adjusted during the landing approach as needed, and after landing readjusted to serve as a very effective taxi-light.

A good installation for this type of wing tip requires a built-in mounting base as seen here.

Anti-Collision System Only, For Day VFR

The installation and use of strobe lights during daylight hours is highly recommended. Even though your a i r c r a f t may not be equipped for night flight, an on-board anti-collision strobe light system can enhance your safety in flight . . . provided your strobes are flashing any time your aircraft is in motion.

NOTE: The Whelen Engineering

C o m p a n y has long p r o v i d e d builders with highly detailed night l i g h t i n g installation guidance t h r o u g h t h e i r Whelen A v i a t i o n Lighting Catalog and their AntiCollision Strobe Light Systems Installation and Service Manual, both of which are periodically updated. Why not visit their booth

Your wing tip strobe lights may have to be fitted with simple shields to eliminate pilot annoyance from the flashes.

next time you attend the Oshkosh or Sun 'n Fun Convention Fly-Ins, and learn, first h a n d , the latest about night flying requirements and the proper installation and operation of Whelen's night flying equipment. Other Considerations

Put your position lights, strobe lights and cockpit lights on separate c i r c u i t s to o b t a i n the maximum relibility possible. Use the special shielded interconnecting cable that is available for strobe light installation. Don't take a chance of using regular wiring, as a radio interference problem may be your only reward.

A nifty tail light installation, but keep in mind the fact that forming such a Plexiglas

cover may be more than you would care to attempt.

SPORT AVIATION 85

Your strobe light locations might be such that you may find it necessary to shield the lights to eliminate pilot annoyance from the flashes. A small plastic or a l u m i n u m shield (protruding up or down as needed) is often mounted between the nav light and the wing tip for this purpose.

Light System Installation and Service Manual" and "Whelen Aviation Lighting Catalog" . . . both free on request. Whelen Engineering, Rt. 145, Chester, CT 06412-0684, 203/526-9504. "The Sportplane Builder" by Tony Bingelis. Order from EAA.

One last reminder. If you already have night flying equipment installed, why not check to see if you are getting the required field of coverage for your lighting? Additional Reading Whelen's "Anti-Collision Strobe

BOOKS BY TONY The following books by Tony Bingelis are available from the EAA Aviation Foundation, EAA Aviation Center, Box 3086, Oshkosh, WI 54903-3086, 1800/843-3612. Major credit cards accepted. -Sportplane Builders (Aircraft Construction Methods, 320 pages) $19.95 -Firewall Forward (Engine Installation Methods, 304 pages) $19.95.

-Sportplane Construction Techniques (A Builder's Handbook,

350 pages) - $20.95.

An interesting and effective location for

a landing/taxi light, provided it doesn't unduly affect the flow of cooling air

through the engine.

If you wish to contact the author of this column for additional information, please send a SASE to: Tony Bingelis

8509 Greenflint Ln., Austin, TX 78759

Add $2.40 postage and handling for

each publication ordered . . . or order all three for $52.97 plus $6.95 postage

and handling. Wisconsin residents add 5% sales tax.

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