On night cross-country flights, pilots should select and use appropriate aeronautical charts to include the appropriate adjacent charts.
Course lines should be drawn in black to be more distinguishable in low-light conditions. Rotating beacons at airports, lighted
obstructions, lights of cities or towns, and lights from major highway traffic all provide excellent visual checkpoints. If using a global
positioning system (GPS) for navigation, the pilot should ensure that it works properly. All necessary waypoints should be loaded
before the flight, and the database should be checked for accuracy prior to taking off and again once in flight. The use of radio
navigation aids and communication facilities add significantly to the safety and efficiency of night flying.
Check all personal equipment prior to flight to ensure proper functioning and operation. All airplane lights should be checked for
operation by turning them on momentarily during the preflight inspection. Position lights can be checked for loose connections
by tapping the light fixture. If the lights blink while being tapped, determine the cause prior to flight. Parking ramps should be
checked with a flashlight prior to entering the airplane. During the day, it is quite easy to see stepladders, chuckholes, wheel chocks,
and other obstructions, but at night, it is more difficult and a check of the area can prevent taxiing mishaps.
Starting, Taxiing, and Run-up
Once seated in the airplane and prior to starting the engine, a careful pilot will organize and arrange all items and materials to be used
during the flight. The pilot should also take extra care at night to clear the propeller area. While turning the rotating beacon ON or
flashing the airplane position lights helps alert persons nearby to remain clear of the propeller, the pilot should carefully and
methodically scan the area around the aircraft. To avoid excessive drain of electrical current from the battery, the pilot may turn off
unnecessary electrical equipment until after the engine has been started.
After starting the engine and when ready to taxi, the pilot turns the taxi or landing light ON. In some airplanes, continuous use of the
landing light while taxiing may place an excessive drain on the airplane’s electrical system. Also, overheating of some types
of landing lights is possible because of inadequate airflow to carry the heat away. If overheating or electrical power is an issue,
the landing light may be used only if necessary. When using lights, consideration should be given to not blinding other pilots.
Pilots should taxi slowly, particularly in congested areas. If taxi lines are painted on the ramp or taxiway, following the lines
ensures a proper path along the route. An instrument check should be done while taxiing to check for proper and correct
operation prior to takeoff.
While taxiing for any takeoff, the pilot should verify that the aircraft position, taxi route, and runway for the departure all appear as
expected. The taxi diagram, signage, pavement markings, and instruments should all reinforce the pilot's situational awareness. If any
conflicting information or doubt exists, the pilot should not proceed with the taxi or the takeoff. A wrong turn, wrong-surface takeoff,
or takeoff on a closed runway can have catastrophic results, and preventing any of these depends on maintaining situational
awareness while the aircraft moves on the ground.
When using the checklist for the before-takeoff and run-up checks during the day, any forward movement of the airplane can
be detected easily. However, at night, the airplane could creep forward without being noticed unless the pilot takes steps to prevent
this possibility. Pilots should hold or lock the brakes during the run-up and be alert for any forward movement.
Takeoff and Climb
The most noticeable difference between daylight and nighttime flying is the limited availability of outside visual references at night.
Therefore, flight instruments should be used to a greater degree in controlling the airplane. This is particularly true on night takeoffs
and climbs. The pilot should adjust the flight deck lights to a minimum brightness that will allow for reading the instruments
and switches but not hinder outside vision. Dimming the lights also eliminates reflections on the windshield and windows.
After ensuring that the final approach and runway are clear of other air traffic, or when cleared for takeoff by the air traffic controller,
the pilot turns the landing and taxi lights ON and lines the airplane up with the centerline of the runway. If the runway does not have
centerline lighting, the painted centerline and the distance from the runway edge lights on each side indicate the center. The heading
indicator should be noted and correspond or set to the known runway direction. To begin the takeoff, the pilot releases the brakes and
advances the throttle smoothly to maximum allowable power. As it accelerates, the airplane should be kept moving straight
ahead between and parallel to the runway edge lights.
The procedure for night takeoffs is the same as for normal daytime takeoffs except that many of the runway visual cues are
not available. The pilot should check the flight instruments frequently during the takeoff to ensure proper airspeed, attitude, and
heading. As the airspeed reaches the normal lift-off speed, the pilot adjusts the pitch attitude to establish a normal climb by referring
to both outside visual references, such as lights, and to the flight instruments. [Figure 11-5 ] Without visual references ahead,
inexperienced pilots may relax right rudder pressure after takeoff and veer off to the left.
After becoming airborne, the darkness of night often makes it difficult to note whether the airplane is getting closer to or farther from
the surface. The attitude indicator, vertical speed indicator (VSI), and altimeter should all indicate a positive climb. It is also
important to ensure the airspeed is at best climb speed.
Figure 11-5. Establish a positive climb.
The pilot makes necessary pitch and bank adjustments by referencing the attitude and heading indicators. It is recommended that
turns not be made until reaching a safe maneuvering altitude. Although the use of the landing lights is helpful during the takeoff, they
become ineffective after the airplane has climbed to an altitude where the light beam no longer extends to the surface. The light can
cause distortion when it is reflected by haze, smoke, or clouds that might exist in the climb. Therefore, when the landing light is used
for the takeoff, it should be turned off after the climb is well established provided it is not being used for collision avoidance.
Orientation and Navigation
Generally, at night, it is difficult to see clouds and restrictions to visibility, particularly on dark nights or under an overcast. When
flying under VFR, pilots should exercise caution to avoid flying into clouds. Usually, the first indication of flying into restricted
visibility conditions is the gradual disappearance of lights on the ground. If the lights begin to appear surrounded by a halo or glow,
further flight in the same direction calls for caution. Such a halo or glow around lights on the ground is indicative of ground fog. If a
descent occurs through clouds, smoke, or haze in order to land, the horizontal visibility is considerably less when looking through the
restriction than it is when looking straight down through it from above. Pilots should avoid a VFR night flight if expecting conditions
below VFR minimums. If encountering IMC, risk increases dramatically unless both the pilot and aircraft are equipped for flight
under IFR, and the pilot has prepared and filed an IFR flight plan that can be activated, if needed.
Crossing large bodies of water at night in single-engine airplanes could be potentially hazardous, because in the event of an
engine failure, the pilot may be forced to land (ditch) the airplane in the water. Another hazard faced by pilots of all aircraft, due to
limited or no lighting, is that the horizon blends with the water. During poor visibility conditions over water, the horizon becomes
obscure and may result in a loss of orientation. Even on clear nights, the stars may be reflected on the water surface, which
could appear as a continuous array of lights, thus making the horizon difficult to identify.
Lighted runways, buildings, or other objects may cause illusions when seen from different altitudes. At an altitude of 2,000 feet,
a group of lights on an object may be seen individually, while at 5,000 feet or higher, the same lights could appear to be one solid
light mass. These illusions may become quite acute with altitude changes and, if not overcome, could present problems when
making approaches to lighted runways.
Approaches and Landings
When approaching the airport to enter the traffic pattern and land, it is important that the runway lights and other airport lighting be
identified as early as possible. If the airport layout is unfamiliar, sighting of the runway may be difficult until very close-in due to the
maze of lights observed in the area. [Figure 11-6] A pilot should normally fly toward the rotating beacon until the lights outlining the
runway are distinguishable. To fly a traffic pattern of proper size and direction, the runway threshold and runway-edge lights need to
be positively identified. Once the airport lights are seen, these lights should be kept in sight throughout the approach.
Figure 11-6. Use light patterns for orientation.
Distance may be deceptive at night due to limited lighting conditions. A lack of intervening references on the ground and the inability
to compare the size and location of different ground objects cause this. This also applies to the estimation of altitude and speed.
Consequently, more dependence should be placed on flight instruments, particularly the altimeter and the airspeed indicator.
Monitoring the altimeter prevents flying too low for the distance from the airport. When entering the traffic pattern, the pilot should
allow adequate time to complete the before-landing checklist. If the heading indicator contains a heading bug, setting it to the runway
heading is an excellent reference for the pattern legs.
The pilot maintains the recommended airspeeds and executes the approach and landing in the same manner as during the day. A low,
shallow approach is definitely inappropriate during a night operation. The altimeter and VSI should be constantly cross-checked
against the airplane’s position along the base leg and final approach. A visual approach slope indicator (VASI) is an indispensable aid
in establishing and maintaining a proper glide path. [Figure 11-7]
After turning onto the final approach and aligning the airplane midway between the two rows of runway-edge lights, the pilot should
note and correct for any wind drift. Throughout the final approach, proper use of pitch and power helps to maintain a stabilized
approach. Flaps are used as in a normal approach. Usually, halfway through the final approach, the landing light is turned on. The
landing light is sometimes ineffective since the light beam will usually not reach the ground from higher altitudes. The light may even
be reflected back into the pilot’s eyes by any existing haze, smoke, or fog. Safety considerations regarding local traffic and collision
avoidance may overshadow these disadvantages.
Figure 11-7. VASI.
The round out and touchdown is made in the same manner as in day landings. At night, the judgment of height, speed, and sink rate is
impaired by the scarcity of observable objects in the landing area. An inexperienced pilot may have a tendency to round out too high.
Continuing a constant approach descent until the landing lights reflect on the runway and tire marks on the runway can be seen clearly
helps identify the point to begin the round out. At this point, the round out is started smoothly and the throttle gradually reduced to
idle as the airplane is touching down. [Figure 11-8] During landings without the use of landing lights, the round out may be started
when the runway lights at the far end of the runway first appear to be rising higher than the nose of the airplane. This demands a
smooth and very timely round out and requires that the pilot feel for the runway surface using power and pitch changes, as necessary,
for the airplane to settle slowly to the runway. Blackout landings should always be included in night pilot training as an emergency
procedure.
Figure 11-8. Round out when tire marks are visible.
How to Prevent Landing Errors Due to Optical Illusions
To prevent these illusions and their potentially hazardous consequences, pilots can:
1. Anticipate the possibility of visual illusions during approaches to unfamiliar airports, particularly at night
or in adverse weather conditions.
2. Consult airport diagrams an d the Chart Supplements for information on runway slope, terrain, and lighting.
3. Make frequent reference to the altimeter, especially during all approaches, day and night.
4. If p ossible, conduct aerial visual inspection of unfamiliar airports before landing.
5. Use Visual Approach Slo pe Indicator (VASI) or Precision Approach Path Indicator (PAPI) systems for a
visual reference or an electronic glideslope, whenever they are available.
6. Utilize the visual descent point (VDP) f ound on many nonprecision instrument approach procedure charts.
7. Recognize that the chances o f being involved in an approach accident increase when some emergency or
other activity distracts from usual procedures.
8. Maintain o ptimum proficiency in landing procedures.
Night Emergencies
Perhaps the greatest concern about flying a single-engine airplane at night is the possibility of a complete engine failure and the
subsequent emergency landing. This is a legitimate concern, even though continuing flight into adverse weather and poor pilot
judgment account for most serious accidents.
If the engine fails at night, there are several important procedures and considerations to keep in mind. They are as follows:
⦁ Maintain positive control of the airplane and establish the best glide configuration and airspeed. Turn the
airplane towards an airport or away from congested areas.
⦁ Check to determine the cause of the engine malfunction, such as the position of fuel selectors, magneto
switch, or primer. If possible, the cause of the malfunction should be corrected immediately and the engine
restarted.
⦁ Announce th e emergency situation to air traffic control (ATC) or Universal Communications (UNICOM).
If already in radio contact with a facility, do not change frequencies unless instructed to change.
⦁ If th e condition of the nearby terrain is known and is suitable for a forced landing, turn towards an unlighted
portion of the area and plan an emergency forced landing to an unlighted portion.
⦁ Consider an emergency landing area close to public access if possible. This may facilitate rescue or help, if
needed.
⦁ Maintain o rientation with the wind to avoid a downwind landing.
⦁ Complete the before-landing ch ecklist, and check the landing lights for operation at altitude and turn ON in
sufficient time to illuminate the terrain or obstacles along the flightpath. The landing should be completed
in the normal landing attitude at the slowest possible airspeed. If the landing lights are unusable and outside
visual references are not available, the airplane should be held in level-landing attitude until the ground is
contacted.
⦁ After lan ding, turn off all switches and evacuate the airplane as quickly as possible.
Chapter Summary
Night operations present additional risks that pilots should identify and assess. Night flying operations should not be encouraged or
attempted, except by pilots that are certificated, current, and proficient in night flying. Prior to attempting night operations, pilots
should receive training and be familiar with the risks associated with night flight and how they differ from daylight operations. Even
for experienced pilots, night VFR operations should only be conducted in unrestricted visibility, favorable winds, both on the surface
and aloft, and no turbulence. Additional information on pilot vision and illusions can be found in FAA brochure AM-400-98/2 at
www.faa.gov/pilots/safety/pilotsafetybrochures/ and also in Chapters 2 and 17 of the Pilot’s Handbook of Aeronautical Knowledge
(FAA-H-8083-25) at www.faa.gov. Additional information on lighting aids can be found in Chapter 2 of the Aeronautical
Information Manual (AIM), which can be accessed at www.faa.gov.