Night Ag Operations, what's the deal?
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Night Ag Operations, what's the deal?
I just followed a link from another post where I watched this crop dusting video and wanted to know what circumstances would require night ag ops. Are there chemicals that need to be applied in the dark? Is it to get more done in a shorter span of time? What are the statistics on mishaps compared to daytime ag ops? Can it be done just about anywhere or do you say "no way" next to power lines et al? What are some of the interesting considerations? Do people really need to do it or do they really just do it because they can (come on now, be honest).
Thanks in advance,
FRQ CB
Thanks in advance,
FRQ CB
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Circumstances for night ag ops:
1. Grubs/bugs are more active at night
2. Less wind, evaporation, turbulence at night meaning longer chemical coverage, better deposit and less drift.
3. Steady flying conditions
4. Better engine performance in the cooler air
Statitics:
Don't know, but it would be difficult to make an accurate comparison because the more experienced pilots fly at night (general statement).
Can it be done anywhere:
No. Reasonably flat ground is best. Power lines stand out like spider webs in the light and if there's room, the pilots go under them.
Do they need to:
It wouldn't be done if there wasn't a need.
1. Grubs/bugs are more active at night
2. Less wind, evaporation, turbulence at night meaning longer chemical coverage, better deposit and less drift.
3. Steady flying conditions
4. Better engine performance in the cooler air
Statitics:
Don't know, but it would be difficult to make an accurate comparison because the more experienced pilots fly at night (general statement).
Can it be done anywhere:
No. Reasonably flat ground is best. Power lines stand out like spider webs in the light and if there's room, the pilots go under them.
Do they need to:
It wouldn't be done if there wasn't a need.
Silly Old Git
Amazing. does anyone here know what height they pull up to at night when turing for the next run and what angle of bank etc ? Do they do it 100% on the instruments or can you see a bit on most nights?
Silly Old Git
I remember an advert in a 70's trade a plane for ag pilots wanted in Texas
It said
"Ag pilots wanted. No low time men or alcoholics need apply"
Guess that would apply to this sort of work.
It said
"Ag pilots wanted. No low time men or alcoholics need apply"
Guess that would apply to this sort of work.
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Ag operators aren't cowboys and aren't reckless or "crazy." It's a professional endevor, day or night. Application is done in the mountains, near powerlines, and yes, at night. This is not poor judgement; it's an exacting job and precise flying.
Night operations are very much the norm in hot climates, and with certain types of crops. Night operations often have less wind, cooler temperatures, smoother flights, and benificial insects such as bee populations aren't in the fields where they can be harmed. With less heat, chemical volatility and damage to susceptible crops is minimized, as is drift. Chemical remains on the crop longer, is more effective, and more chemical reaches the crop (instead of vaporizing or drifting with wind). In many cases obstacles are better identified; obstacles are not lost against clutter or background...because the background is dark. Obstacles are illuminated and occupy the full attention of the pilot.
Turn heights depend on the type of spray pattern or turns that are being conducted. Typical turns range from 75 to 150' above the ground, though turns may be higher.
Some airplanes use attitude instruments, many don't. Attitude instruments tend to take quite a beating with the frequent turns, and the high rates of turn, and tend to develop wear and precession instruments early. The attitude indicators and turn & bank indicators installed in several of the Dromaders and Air Tractors I've flown haven't been worth much, after a little bit of time in service.
Ag work isn't instrument work, even in ag operations that involve frequent flight into low visibility situations, such as firefighting, or night operations. it's very much a heads-up operation, particularly close to the ground.
Night operations are very much the norm in hot climates, and with certain types of crops. Night operations often have less wind, cooler temperatures, smoother flights, and benificial insects such as bee populations aren't in the fields where they can be harmed. With less heat, chemical volatility and damage to susceptible crops is minimized, as is drift. Chemical remains on the crop longer, is more effective, and more chemical reaches the crop (instead of vaporizing or drifting with wind). In many cases obstacles are better identified; obstacles are not lost against clutter or background...because the background is dark. Obstacles are illuminated and occupy the full attention of the pilot.
Turn heights depend on the type of spray pattern or turns that are being conducted. Typical turns range from 75 to 150' above the ground, though turns may be higher.
Some airplanes use attitude instruments, many don't. Attitude instruments tend to take quite a beating with the frequent turns, and the high rates of turn, and tend to develop wear and precession instruments early. The attitude indicators and turn & bank indicators installed in several of the Dromaders and Air Tractors I've flown haven't been worth much, after a little bit of time in service.
Ag work isn't instrument work, even in ag operations that involve frequent flight into low visibility situations, such as firefighting, or night operations. it's very much a heads-up operation, particularly close to the ground.
Ag work isn't instrument work, even in ag operations that involve frequent flight into low visibility situations, such as firefighting, or night operations. it's very much a heads-up operation, particularly close to the ground.
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Night Ag is totally a visual operation,AH's are fitted to most A/C but they are only useful during the ferry to the field.There are not many nights during a season when we cannot work due to a lack of visual clues, on dark nights I usually turn cockpit lighting off & this makes it easier to see the horizon also we use turn lights mounted on the ends of the wing to illuminate the ground during a turn.Night op's can be done just as safely as daylight one's. The worst part part about night work is fatigue due to the odd hours worked.
Last edited by gwydir; 19th Nov 2008 at 09:01.
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SNS3GUPPY,
I've read several your posts through this forum, and you have an incredible knowledge and experience of everything regarding aviation! I'm really impressed, is good to have somebody like you who shares such interesting things with us.
Keep them coming!
I've read several your posts through this forum, and you have an incredible knowledge and experience of everything regarding aviation! I'm really impressed, is good to have somebody like you who shares such interesting things with us.
Keep them coming!
I'm even more impressed now. I imagine it would be quite tricky pulling up at night with no visual horizon and no artificial horizon and turing through 180 degrees that close to the ground. No room for errors thats for sure. Thanks for the explanations.
