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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 must be positively identified.
Once the airport lights are seen, these lights should
be kept in sight throughout the approach.
Figure 10-4. Use light patterns for orientation.
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Distance may be deceptive
at night due to limited
lighting conditions. A lack
of intervening references
on the ground and the
inability of the pilot 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 must be
placed on flight instruments,
particularly the altimeter and
the airspeed indicator.
When entering the traffic
pattern, allow for plenty of
time to complete the
before landing checklist. If
the heading indicator contains a heading bug, setting it
to the runway heading will be an excellent reference
for the pattern legs.
Every effort should be made to maintain the recommended
airspeeds and execute 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 glidepath.
[Figure 10-5]
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, pitch and power
should be used to maintain a stabilized approach. Flaps
should be used the same as in a normal approach.
Usually, halfway through the final approach, the landing
light should be turned on. Earlier use of the landing
light may be necessary because of “Operation Lights
ON” or for local traffic considerations. 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. This disadvantage
is overshadowed by the safety considerations provided
by using the “Operation Lights ON” procedure around
other traffic.
The roundout and touchdown should be 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. The
inexperienced pilot may have a tendency to round out
too high until attaining familiarity with the proper
height for the correct roundout. To aid in determining
the proper roundout point, continue a constant
approach descent until the landing lights reflect on the
runway and tire marks on the runway can be seen
clearly. At this point the roundout should be started
smoothly and the throttle gradually reduced to idle
as the airplane is touching down. [Figure 10-6]
During landings without the use of landing lights, the
roundout may be started when the runway lights at the
If both light bars are white,
you are too high.
If you see red over red, you
are below the glidepath.
Above Glidepath Below Glidepath On Glidepath
If the far bar is red and the
near bar is white, you are on
the glidepath. The memory
aid "red over white, you're all
right," is helpful in recalling
the correct sequence of lights.
Figure 10-5.VASI.
Figure 10-6. Roundout when tire marks are visible.
10-7
Ch 10.qxd 7/13/04 11:10 AM Page 10-7
10-8
far end of the runway first appear to be rising higher
than the nose of the airplane. This demands a smooth
and very timely roundout, 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.
NIGHT EMERGENCIES
Perhaps the pilot’s greatest concern about flying a singleengine
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, several important procedures
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