Night Operations

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According to CASR part 1, Definitions and Abbreviations, night is defined as
the time between the end of evening civil twilight and the beginning of morning
civil twilight.
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To explain further, morning civil twilight begins when the geometric center of
the sun is 6° below the horizon and ends at sunrise.
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Evening civil twilight begins at sunset and ends when the geometric center of
the sun reaches 6° below the horizon.
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For CASR Part 61 operations, the term night refers to 1 hour after sunset and
ending 1 hour before sunrise as explained, that between those hours no
person may act as pilot in command (PIC) of an aircraft carrying passengers
unless within the preceding 90 days that person has made at least three
takeoffs and three landings to a full stop during that night period.
 Night Vision
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Human eyes never function as effectively at night as the eyes of animals with
nocturnal habits, but if humans learn how to use their eyes correctly and know their
limitations, night vision can be improved significantly.
 Eyes have RODS and CONES.
 CONES are best for Color, Detail & Day
vision. During the day an object is seen
best by looking directly at it.
 RODS are best for peripheral vision and
night vision. During night VFR flying, off-
center viewing will allow a pilot to see
objects.
Vision (Dark Adaptation):
 Before flying at night allow your eyes 30
minutes to adapt to the low lighting at night.
 Cones adapt to dim lighting faster than rods.
 Rods require 30 minutes to fully adapt to
darkness.
 Protect your night vision by using a red light in
the cockpit, avoid bright white lights from
buildings and other aircraft (if possible). If bright
white lights are unavoidable, close one eye to
protect the night vision in the other eye.
 Night Vision
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During daylight, an object can be seen best by looking directly at it, but at night there
is a blind spot in the center of the field of vision, the night blind spot.
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If an object is in this area, it may not be seen.
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The size of this blind spot increases as the distance between the eye and the object
increases
Night Vision

Off-center viewing.
 Night Vision
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SCANNING TECHNIQUE
 Night Vision
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Good eyesight depends upon physical
condition.
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Fatigue, colds, vitamin deficiency, alcohol,
stimulants, smoking, or medication can
seriously impair vision.
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Keep these facts in mind and take adequate
precautions to safeguard night vision.
 Night Vision
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Adapt the eyes to darkness prior to flight and keep them adapted. About 30 minutes is needed to
adjust the eyes to maximum efficiency after exposure to a bright light.
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If oxygen is available, use it during night flying. Keep in mind that a significant deterioration in
night vision can occur at cabin altitudes as low as 5,000 feet.
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Close one eye when exposed to bright light to help avoid the blinding effect.
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Do not wear sunglasses after sunset as this impairs night vision.
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Move the eyes more slowly than in daylight.
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Blink the eyes if they become blurred.
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Concentrate on seeing objects.
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Force the eyes to view off center using scanning techniques.
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Maintain good physical condition.
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Avoid smoking, drinking, and using drugs that may be harmful.
 Night Illusions
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Night illusions can cause confusion and distractions during night flying.
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Anticipating and maintaining awareness of them is usually the best way to avoid them.
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Distant Stationary Lights:
a. Can be confused for stars or other aircraft.
b. Confirming what is visually seen outside the aircraft with the aircraft instruments can
eliminate the distant stationary light illusion.
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Visual Autokinesis:
a. Occurs when a pilot stares at a single light source for several seconds on a dark night.
The light source will appear to move.
b. Visual autokinessis can be avoided by continuing a visual, off-centered scan.
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Vertigo (Flicker):
a. Can occur by flickering lights in the cockpit.
b. Flicker vertigo can cause dizziness, nausea and general disorientation.
c. Even though anticollision lights are required by CASR 91.209 the same regulation
allows the PIC to turn off the anticollision lights in the interest of safety
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As a result of visual illusions and the loss of a visual horizon during night, a pilot flying
VFR at night should rely more heavily on aircraft instruments.
 Night Illusions
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False Horizon:
a. A dark scene with ground lights and stars as well as certain geometric patterns of ground
lights can create illusions of not being aligned correctly with the actual horizon.
Visual Illusions (During Approach & Landing):
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Visual illusions during approach and landing at night can be countered by being aware of
and anticipating the illusions as well as using visual glide slope aids such as VASIs or
PAPIs.
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Black-hole Approach:
a. Occurs when the landing is made from over water or non-lighted terrain where the
runway lights are the only source of light.
b. The general problem with the black-hole approach is the pilot can have trouble orienting
themselves relative to the earth. The runway may seem to be upsloping or downsloping.
c. Counter this illusion by using available approach aids such as VASIs or PAPIs.
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Bright Runway Lights:
a. Bright runway lights advance the runway, making it appear closer than it actually is.
b. In this situation, the pilot who does not recognize this illusion may fly a higher than
normal approach.
c. Counter this illusion by using available approach aids such as VASIs or PAPIs.
 Night Illusions
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Ground Lighting Illusion:
a. Lights along a road or even trains can be mistaken for runway and approach
lights.
b. Counter this illusion by using available approach aids such as VASIs or PAPIs as
well as maintaining proximity/situational awareness to the airport and surroundings.
Drugs & Alcohol:
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 Night flying presents additional challenges to VFR flying. Flying with drugs or
alcohol in a pilots system creates a greater potential for an accident.
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 Pre-Flight:
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Flashlights:
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Use white light to pre-flight the aircraft and check the fuel.
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Use red light or a red lens to the extent possible in the
cockpit.
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Red light is non-glaring and will not impair a pilots night
vision.
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When using red light, some features on a sectional chart
may not be seen (such as any features depicted in red or
the yellow markings indicating urbanization/population).
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Cockpit instruments may also be difficult to see while
using a red lens.
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When flying cross-country, the route should be drawn in
black on the sectional so it can be seen using a red lens.
 Regulations, Instruments & Equipment for Night VFR Flight:
91.152 Night VFR
Night VFR is prohibited unless authorized by the Director.

91.205:
o TOMATO FFLLAMES + FLAPS
91.209:
o Aircraft Lights
.

Visual flight rules (night). For VFR flight at night, the following instruments and equipment are
required:
(1) Instruments and equipment specified in paragraph (b) of this section;
(2) Approved position lights;
(3) a landing light;
(4) illumination for all flight instruments and equipment that are essential for the safe operation
of the aircraft that are used by the flight crew;
(5) lights in all passenger compartments;
(6) an independent portable light for each crew member station;
(7) An adequate source of electrical energy for all installed electrical and radio equipment;
(8) An approved aviation red or aviation white anticollision light system;
(9) radio communications and navigational equipment appropriate to the ground facilities to be
used; and
(10) One spare set of fuses, or three spare fuses of each kind required, that are accessible to
the pilot in flight.
 Regulations, Instruments & Equipment for Night VFR Flight:
91.209 Aircraft Lights
No person may, during the period from sunset to sunrise
(a) Operate an aircraft unless it has lighted position lights;
(b) Park or move an aircraft in, or in dangerous proximity to, a night flight operations
area of an airport unless the aircraft
(1) Is clearly illuminated;
(2) Has lighted position lights; or
(3) Is in an area which is marked by obstruction lights;
(c) Anchor an aircraft unless the aircraft
(1) Has lighted anchor lights; or
(2) Is in an area where anchor lights are not required on vessels; or
(d) Operate an aircraft, required by Section 91.205(c)(3) to be equipped with an anti-
collision light system, unless it has approved and lighted aviation red or aviation white
anti-collision lights. However, the anti-collision lights need not be lighted when the pilot
in command determines that, because of operating conditions, it would be in the interest
of safety to turn the lights off.
 Starting, Taxiing and Runup:
Prior to Starting:
 Ensure all items which will be needed for the flight are organized and in a easily accessed
location.
 Use extra vigilance prior to starting the engine.
 Ensure the rotating beacon is on and consider flashing the position lights in addition to yelling
"prop clear."

Electrical Load:
 Be conscious of electrical usage prior to starting and during taxi at low RPMs.

Taxi:
 Taxi slower than normal.
Taxiing slower than normal will allow adequate time to orient/maneuver on the airport and will
allow
for shorter stopping distance if necessary.
 In addition to the taxi lights, usage of the landing light may be advantageous.
Maintain awareness of electrical load.
Maintain awareness of other pilots and be considerate of their night vision/dark adaptation.
 Use taxiway lines (if painted) to ensure guidance and clearance.
 If taxiing and departing at an uncontrolled airport, listen to the CTAF frequency for other
traffic.

Runup:
 During the runup, be aware that recognition of aircraft movement, especially during higher
power settings,
may not be as quickly noticed as compared to a daytime runup. Be alert to the motion of your
aircraft.
 Takeoff & Climb:
Prior to Takeoff:
 Adjust cabin lights to ensure adequate lighting without hindering night vision.
 Check flight instruments, especially the attitude indicator and heading indicator.
 Prior to takeoff, ensure the runway and final approach is clear.
 Ensure all lights are turned ON.
 Taxi onto the runway and align the aircraft with the centerline.
 Ensure the heading indicator corresponds with the departure runway.

Takeoff, Climb & Departure:

 There will be an absence of daytime visual cues.
 Instruments will need to be checked more frequently for airspeed, heading and attitude.
 Once beyond 10 miles from the or any airport/air traffic congestion, turn the landing light & taxi
light off, as they are ineffective at altitude and may contribute to disorientation if the light is
reflected off of fog or the propeller.
 Orientation & Navigation:
Maintaining VFR Flight:
 Clouds can be difficult to see during the night as well as determining distance from the
clouds.
Usually, the first indication of flying into restricted visibility conditions is the gradual
disappearance of lights on the ground.
Navigation:
 VFR cross country checkpoints which are clearly visible during the day, can be unusable at
night.
 Night VFR cross country checkpoints should be easily identifiable and easily seen at night.
Using GPS, VOR radials or NDB bearings in addition to pilotage and dead reckoning is a
must during night VFR cross country flight.
 Periodically check the status of aircraft systems and instruments.
Ensure you are checking engine oil pressure & temperature, circuit breakers, annunciator
panel, vacuum gauge, fuel quantity indicators, ammeter, etc.
Finding the Airport:
 The airport beacon is one of the quickest methods to identify an airport.
 Scan for the appropriate beacon color combination in the direction of the airport.
•
Alternating White / Green - Lighted Civilian Land Airport
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Alternating White / White/ Green - Lighted Military Land Airport
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Alternating White/ Yellow - Lighted Civilian Water Airport
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Alternating Green/ Yellow / White - Lighted Heliport
Turning on the Runway & Approach Lights:
 At uncontrolled airports pilot controlled lighting is typically used.
Refer to the AF/D or similar publication for available airport lighting and appropriate
frequency for activation.
In addition to the AF/D (or similar) the pilot can refer to a sectional or terminal area chart to
ascertain if pilot controlled lighting is available.
 To activate pilot controlled lighting, the pilot typically turn the COMM Radio to the CTAF
frequency and in quick succession (5 seconds) the pilot depresses and releases the Push to
Talk, a set amount of times for differing intensities of airport lighting:
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Low Intensity is usually 3 clicks.
•
Medium Intensity is usually 5 clicks.
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High Intensity is usually 7 clicks.
•

Obstruction Lights:
 Prior to conducting the flight, a review of obstructions on the route or in the area of flight
should be made.
 AIM 2-2-3 lists colors and combinations of obstruction lighting.
 Check NOTAMS for obstruction light outages prior to flight.
 Aircraft and Airport Lighting:
Aircraft Lights:
 Position Lights:
o Right Wing = Green
o Left Wing = Red
o Tail = White
 Rotating Beacon = Red
 Strobes - Flashing White
 Taxi & Landing = White

Airport Lights:
There are additional types of airport lighting than those listed. The lights detailed are
commonly used.
 VASI (Visual Glide Slope Indicator)
 PAPI (Visual Glide Slope Indicator)
 Runway Edge Lights (LIRL, MIRL, HIRL)
o Color: White and amber on last 2,000 ft of runway (if instrument runway).

 Threshold Lights
o Mark the end of each runway
o Color: Green at approach end, Red at departure end
 Runway End Identifier Lights
o Identify runway with two synchronized flashing lights.

 Taxiway Lights
o May be electrically powered or reflective.
o Color: Blue
 Approaches & Landings:

The approach and landing should be made in the same manner as a day approach and
landing.
 During the roundout and touchdown, speed, height and sink rate are difficult to ascertain. To
determine the proper roundout point do the following:
o Establish a constant approach descent.
o When the landing light reflects off the runway and tire marks can be seen begin the roundout
and reduction of power.
 Night Emergencies:
Emergency Approach and Landing (Off Airport):
 Maintain control of the airplane. Don't get distracted, always maintain positive control.
 Aviate, Navigate, Communicate
 Airspeed, Best Field, Checklist/Cockpit Checks

o Best field will be an unlighted area.

o If the landing light is unusable and there are inadequate visual references during the final
approach and landing, maintain a descent and a level-landing attitude until the ground is
contacted.

Blackout Landings:
 During a landing without the use of landing lights start the roundout when the runway lights at
the far end of the runway first appear to be rising higher than the nose of the airplane.
Blackout Unusual Attitude Recovery & Constant Rate Descents (Electrical Power Loss in IMC or
during Flight):
 Organize the cockpit in such a way that you have easy access to a head lamp or a flashlight in
the event of a complete electrical failure
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Additional information on pilot vision and illusions can be found in FAA
brochure AM-400-98/2 and also Chapters 2 and 17 of the Pilot’s
Handbook of Aeronautical Knowledge (FAA-H-8083-25A) at
www.faa.gov.
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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.