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 to the pilot, sighting of the runway may be difficult until very close-in due to the maze of lights observed in the area. [Figure 10-4] The pilot should 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 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.

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

Figure 10-5. VASI.

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

Figure 10-6. Roundout when tire marks are visible.

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.