A. - BRIEFING
a) General Regulations
According to the Belgian "pre-JAR" regulations, night-flying in VFR is only allowed within a radius of 3 km from the ARP (see Jeppesen airport planview) and provided that you remain continuously in sight of the control tower. Furthermore, the height may not exceed 1000 ft AGL. When operating in a controlled airspace, the visibility must be at least 8 km, the ceiling at least 1500 ft, and bilateral communications with the ATC must be maintained. In non-controlled airspace the only official requirement is a visibility of 5 km. Special VFR at night is allowed in controlled airspace providing that the visibility is not less than 5 km and that there are not more than two aircraft at the time to operate under these conditions. Of course, local regulations may be prevailing.
All flights operated between 30 minutes after sunset and 30 minutes before sunrise are considered as night-flight.
- Pre-JAR regulations:
Private pilots may operate at night with passengers on board from the moment that their personal log-book has been signed off for nightflying by a qualified instructor. In addition, for carrying passengers on a local nightflight, private pilots must at least have performed five takeoffs and landings at night as pilot in command within the last six months, or being re-checked for night operations by an instructor.
Candidates for the Commercial Pilot Licence (or ATPL) must log a minimum of 10 hours in night-flight, including 10 takeoffs and 10 landings as pilot in command. Of these 10 hours, 5 may have been carried out in dual instruction.
- Post-JAR regulations:
The night-flying qualification is subjected to the same minimum requirements for all licences, namely: 5 hours of night-flying, of which at least 3 hours in dual including 1 hour navigation, as well as 5 takeoffs and 5 landings with full stop.
You will find here below informations and requirements from the Belgian AIP (last update: 2009):
"VFR flights at night
1. In Belgium
Balloons, gliders, DPM and ULM exempted, VFR FLTs at night are authorized from and to agreed airfields approved for night OPS:
1. Within controlled airspace:
* in respect of the CLRs provided by the involved ATC unit
* with transponder equipped ACFT
2. Outside controlled airspace:
* between 1 000 ft and 4500 ft AMSL on the regional QNH at a level in accordance with the semi-circular VFR cruising table above 3 000 ft AGL
* in bilateral radio contact with the unit providing FIS
* only with transponder equipped ACFT
Note 1: VFR FLTs at night within the AD traffic circuit are not authorized at EBBR.
Note 2: At non-controlled ADs, VFR FLTs may be operated locally at night within the AD traffic circuit when continuously in sight of the control tower or its substitute and when authorized by the Director General of the CAA or by the official delegated authority.
Note 3: In all cases, the submission of a flight plan is required.
Note 4: VFR FLTs at night shall be conducted so that the ACFT (helicopters exempted) is flown in MET conditions equal to or greater than:
* flight visibility of 5 km
* ceiling of 450 m (1 500 ft).
Note 5: Helicopters may be permitted to operate with a FLT visibility of at least 800 m, if manoeuvred at a speed that will give adequate opportunity to observe other traffic or OBST in time to avoid collision.
Note 6: Except for LDG and TKOF, the MNM LVL for VFR at night between 2200 and 0459 is FL 50. This rule is not applicable for helicopters (see ENR 1.1, Noise abatement provision in Belgium).
Note 7: SAR, police and customs FLTs on real live missions may deviate from prescribed conditions but are requested to submit a flight plan as soon as possible and to adhere to the instructions issued by the appropriate ATS.
2. In the Grand Duchy of Luxembourg
* VFR FLTs at night may be operated in the airspace over the Luxembourg territory:
o in the CTR
o in the TMA up to FL 95 MAX
o in Class G airspace up to 2 000 ft AMSL MAX."
b) Aircraft Equipment
Besides the anti-collision light, the exterior lighting must include:
a) The navigation lights according, to the following requirements:
- Port side: red light over 110° to the left of the nose;
- Starboard side: green light over 110° to the right of the nose;
- Rear: white light over the remaining 140°;
b) At least one landing light for a single-engined aircraft, two landing lights for a multi-engined one. Many aircraft feature a so-called taxi light. The difference with a landing light is that it normally has a wider beam than a landing light, and that it provides a better illumination of the ground surface in front of the aircraft.
c) The interior lighting should be adequate, especially the panel lighting, and at least one flashlight must be readily available to the pilot.
c) Airport Lighting
The taxiway edges are fitted with blue lights. On major airports the taxiways also usually include green centerline lights which are to be taxied along. In addition, the taxiways are sometimes fitted with a transverse row of red lights, switched on or off by the ATC controller, and indicating the holding points: these may not be trespassed until the red lights are extinguished. Green centerline lights are also often fitted on the so-called High Speed Turnoffs (HST), i.e. lanes allowing to clear the runway at speeds up to 60 kts. On some major airports (such as London-Heathrow), only the green center-lights of the taxiways to or from the parking area illuminate automatically in front of the aircraft, thus leading it without error through the required route.
Both runway sides are fitted with white edge lights at 50 meters from each other. These lis.hts can be of fixed intensity, reported by Jeppesen as RL (Runway lights), or of variable intensity, in which case they, are reported as MIRL (Medium Intensity" Runway
Lights), or HIRL (High Intensity Runway Lights). Whether MIRL or HIRL are involved, the intensity can be varied by the ATC controller on request of the pilot: assuming that this equipment is available, your instructor will demonstrate its use during the first night-flight.
Note that 100% intensity on HIRL's is seriously blinding: such lighting power is usually used only for IFR approaches (by day or by night) under very low visibility conditions. Note also that runway edge lights are often of directional nature which makes them practically invisible when the aircraft is in downwind.
Many runways are fitted with centerline lights which are reported as CL (Centre Lights) when they are of standard configuration whereby the following coloured code is used:
- white lights until 3000 ft from runway end;
- red and white lights between 3000 ft and 1000 ft from runway end;
- red lights for the last 1000 ft of runway.
If the runway centerline lights are of non-standard configuration, they can be all white in which case they are reported as "CL (white)". The colour code may deviate from the standard here above. In such a case they are reported for instance as:
CL (50W, 20R & W, 20R)
This means that the first 5000 ft are white lights, the next 2000 ft are red and white lights and the last 2000 ft are red lights. Note that the Jeppesen's terminology "CL" may refer to runways of which the exact centerline lights layout is unknown.
You might also notice the following information:
HIRL (60m) CL (15m)
The distances 60m and 15m relate to the spacing, between the involved lights.
Nearly all runway are fitted with a row of green lights signalling the threshold.
On major airports, the runways are usually fitted with so-called Touch Down Zone lights (TDZ) which are white lights located into the runway surface and covering it for the first 3000 ft beginning at the threshold.
As far as the approach lights are concerned, there is a variety of systems referred to as ALS (Approach Light System) in case of fixed intensity, MIALS (Medium Intensity Approach Light System) or HIALS (High Intensity Approach Light System) in case of variable intensity such as for the MIRL and HIRL. Various ALS's are depicted in t he, Jeppesen Manual's introduction. They extend over a length of 900 meters from the runway threshold.
Still in the Jeppesen Manual's introduction, you will find the description and use of guidance lights for the final approach: the. VASI (Vertical Approach Slope Indicator), the PAPI (Precision Approach Path Indicator), a variation of the basic VASI known as T-VASI, as well as less common installations: the PLASI (Pulsating Visual Approach Slope Indicator) and the TCRV (Tri-Colour Visual Approach Slope Indicator). You may, also encounter terms such as AVASI and AT-VASI in which the letter "A" stands for "Abbreviated" and simply refers to a reduced lighting, capability (two lights in each box instead of the usual three lights). All these guidance systems are operative by day as well as by night.
There are many more variations with regard to runway and approach light systems. Again, refer to Jeppesen for details.
Obstacles located on the airport or in its immediate vicinity (buildings, towers, etc.) must be fitted with an adequate red light system (the exact requirements in this concern can be found in the ICAO Annexes).
Some airports are also fitted with an identification beacon.
Refer to the airport planview published in the AIP or in the Jeppesen Manual to verify, the applicable lighting layout for your training airport, and compare it to the previous general information.
d) Recommended Procedures
Following this general introduction, let us consider a few practical items:
- During the preflight inspection of the aircraft, do not fail to specifically verify the proper operation of the navigation lights, the landing light(s), the anti-collision light and the interior panel and cabin lights. Also ensure that you are in possession of a properly operating flashlight.
- In order to spare the aircraft's battery, and unless a Ground Power Unit (GPU) is available, the check of the lights and other electrical equipment such as pitot heater and stall warning system should be performed as quickly as possible. All switches, including the battery, should then be returned to the "OFF" position. If passengers have to be boarded the use of the interior lights and possible courtesy system (lights which are used to illuminate the aircraft's entry door) should be restricted to the strict minimum and preferably be avoided altogether.
- Still in the absence of a GPU, the "BEFORE START" checklist should be carried out with all exterior and interior lists extinguished, using the flashlight. Assuming that a startup clearance is required (as for IFR flights), only the battery switch and one single VHF should be on line: panel lights, navigation lights and the anti-collision light should be switched on immediately before the engine starting is initiated (the interior
Lighting preferably even afterwards). Once the engine is running (or, on a twin, at least one engine), first step is to engage the alternator and to verify its output before engaging additional electric users.
- The "AFTER START" checklist is to be carried out in the usual way. Note that if the aircraft is fitted with strobe lights, these are NOT supposed to be used on the apron, nor even on taxiways, because of their strong blinding effect on surrounding: personnel and other aircraft crew.
- Upon reception of the taxi clearance, the taxi and/or landing light(s) must be switched on before initiating the taxi. Taxying should be carried out as usual, with its associated checks, but at a slower pace owing: to the reduced visibility at night.
- The engine run-up should be carried out as usual, preferably with the taxi and/or landing lights extinguished. However, when high power is applied, it may happen that the aircraft creeps forward despite full application of the brakes, particularly under cold weather conditions on a wet surface. Such forward creeping may easily go unnoticed in the darkness: it is therefore advisable to use the taxi or landing lights for high power run-up in combination with the toe brakes instead of the parking brakes, and to keep an eye outside to detect possible movement of the aircraft in due time, in which case power should be reduced immediately, Nevertheless, whenever the aircraft is stationary, and unless they are located within the propeller's slipstream, the use of the taxi/landingli9Lhts should be kept at a strict minimum: as they are rather high powered, they tend to become excessively hot which considerably reduces their lifetime . . . . , and these lights are extremely expensive.
- Takeoffs at night usually offer no particular difficulty: once full power. has been applied it is important as always but perhaps even more so during night-flight, to verify that full, power is actually developed and that the engine instruments show normal readings. Upon rotation it is recommended to act as for an instrument takeoff: revert immediately to the attitude indicator to pick up the correct attitude for Vx (or Vy) and to keep the wings level. If the landing gear is retractable, first verify for positive climb before selecting the lever to UP. Don't forget the "AFTER TAKEOFF" checklist.
- Most civilian airports are surrounded by heavily illuminated areas, making the difference between day and night flying: hardly noticeable. Some however are not and, as soon as the aircraft becomes airborne, the pilot may very well find himself in total darkness which makes instrument flying an absolute necessity (this is why basic I.F. training should be completed before initiating night-flying operations). On the other hand, the surrounding illumination can be such that a beginner in night-flying (and even more experienced pilots) becomes totally disoriented and is unable to recognize the airport location in the maze of lights: to avoid this, and assuming that approach navaids are available, at least a locator should be selected during circuit training (and this is why basic radio-navigation can be useful).
- After the completion of the "AFTER TAKEOFF" checklist the instructor will probably take over the controls at this point and temporarily fly the aircraft himself. Flying at night, particularly in the immediate vicinity of a large city under good visibility conditions, is always a fairy-like experience, even for the most seasoned pilots: you should be given the opportunity to enjoy the scenery for a few minutes in a total relaxed way. The instructor will fly one or two wide circles around the airport in order to give you the opportunity to study the layout of the taxi, runway and approach lights, as well as the various useful landmarks in the area.
- The instructor will then position the aircraft in downwind, perform the approach checklist in a loud and clear voice and draw your attention on whether or not the runway edge lights are clearly visible in this position. He will comment and complete the first circuit and touch-and-go. Assuming that the airport is fitted with MIRL, HIRL, MIALS or RIALS, when established final he will ask the ATC controller to demonstrate the variation of the lighting intensities.
- You will then perform a number of circuits and touchand-goes yourself. Remember the following:
1°) Unless local relations dictate otherwise, perform perfectly rectangular circuits. Use full flaps for landing;
2°) If the ATC controller requests you to extend downwind, either reduce speed to avoid going too far away or request permission to perform 360° turns;
3°) If 360° turns are to be carried out for delaying action, immediately pick up a landmark and maintain a constant radius, a constant altitude and a constant airspeed;
4°) Above all, keep a sharp look-out, particularly when other aircraft are known to be into the circuit. And, in order to be seen, keep your landing (and taxi) lights illuminated all the time.
- After the full-stop landing, return to the apron and perform the usual "AFTER LANDING" checklist but keep the taxi/landing lights in operation until reaching the parking: switch them off before shutting the engine down. Again assuming that no
GPU is available, and in order to spare the battery! Ensure that ALL electrical consumers are switched off without undue delay after engine shutdown: do this before turning the master switch to off (and do not forget to switch off the interior and panel lighting as well).
B.- FLIGHT TRAINING
Preflight preparation & normal circuits. ENSURE THAT YOU ARE IN POSSESSION OF A FLASHLIGHT!!!
Before initiating the night-flying training, verify your knowledge with the following questionary.
C.- QUESTIONARY
Should be answered in writing before attending lesson NF-01
01.- VFR night-flying in a controlled airspace requires a visibility of _____ and a ceiling of _____.
02.- VFR night-flying in a non-controlled airspace requires a visibility of _____and a ceiling of______.
03.- Special VFR night-flying in a controlled airspace requires a visibility of _____. Only _____ aircraft at a time are allowed to operate under these conditions.
04.- Night-flying rules prevail from __________ after sunset till __________ before sunrise.
05.- The red navigation light is located on: a) the right wingtip, b) the left wingtip.
06.- The green navigation light is located on: a) the port wingtip, b) the starboard wingtip.
07.- The red and green navigation lights illuminate each over an angle of _____° the white navigation light over an angle of _____°
08.- For night-flying a single-engined aircraft requires at least: a) one landing/taxi light, b) two landing/taxi lights.
09.- For night-flying, a multi-engined aircraft requires at least: a) one landing/taxi light, b) two landing/taxi lights.
10.- Compared to a landing light, a taxi light has: a) less power, b) more power, b) a wider beam, c) a narrower beam.
11.- For night-flying, a flashlight is: a) recommended, b) compulsory.
12.- Taxiway, edge lights are coloured: a) green, b) blue, c) white.
13.- Runway edge lights are coloured: a) green, b) blue, c) white.
14.- The normal spacing between runway edge lights is: a) 25m, b) 50m, c) 100m.
15.- The taxiways are sometimes fitted with center-lights which are coloured: a) green, b) blue, c) white, d) red.
16.- MIRL and HIRL respectively stand for ____________________ and ____________________.
17.- Runway edge lights can always be seen when in flying in downwind. True or false?
18.- Runway centerline lights are normally all white. True or false?
19.- You land at night and notice that the runway centre-lights change from white to red and white. Remaining distance to the end of the runway is: a) 5000 ft, b) 4000 ft, c). 3000 ft.
20.- You land at night and notice that the runway centre-lights change from red and white to red. Remaining distance to the end of the runway is: a) 3000 ft, b) 2000 ft, c) 1000 ft.
21.- State the meaning of the following information: CL (SOW, 20R&W, 20R).
22.- State the meaning of the following information: HIRL (60m) CL (15m).
23.- TDZ stands for ___________________.
24.- TDZ lights are coloured: a) green, b) red, c) white
25.- TDZ lights cover the runway surface over the first: a) 1000 ft, b) 2000 ft, c) 3000 ft.
26.- The runway threshold is usually indicated by a row of a) green lights, b) red lights, c) white lights.
27.- MIALS and HIALS stand respectively for ____________________ and ________________________.
28.- The approach light system extends over a length of: a) 600m, b) 900m, c) 1500m.
29.- HST stands for ______________________ and allows a maximum speed of _____ kts.
