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are not available. Therefore, the airspeed fl ight instrument
can be checked during the takeoff roll to ensure the proper
airspeed in being obtained. As the airspeed reaches the
normal lift-off speed, the pitch attitude should be adjusted
to that which establishes a normal climb. This should be
accomplished by using the normal control bar position for the
desired climb speed. After liftoff, instruments can be checked
for proper heading, and airspeed. [Figures 12-9 and 12-10]
The darkness of night often makes it diffi cult to note whether
the airborne aircraft is getting closer to or farther from
the surface. To ensure the aircraft continues in a positive
climb, be sure a climb is indicated on the attitude indicator
(if equipped), vertical speed indicator (VSI), and altimeter.
It is also important to ensure the airspeed is at best climb
speed.
Necessary pitch and bank adjustments should be made by
referencing the attitude, heading, or ground track indicators.
Heading indicators include both the aircraft heading indicators
and the magnetic compass. Once the aircraft starts moving
and establishing a ground track straight down the runway, the
GPS has data points to establish a ground track and becomes
useful once in fl ight. It is recommended that turns not be
made until reaching a safe maneuvering altitude.
Although the use of the landing lights provides help during
the takeoff, they become ineffective soon after liftoff when
12-10
30
40
50
60
70
80
90
30.0
29.9
29.8
Figure 12-9. Classic instrument gauges for WSC aircraft.
Figure 12-10. Digital panel instrument gauges for WSC aircraft.
Figure 12-11. A properly lit instrument panel and city lights provide
recommended conditions for night flying.
the aircraft has climbed to an altitude at which the light
beam no longer extends to the surface. The light can cause
distortion when it is refl ected by haze, smoke, or fog that
might exist in the climb. Therefore, when the landing light
is used for the takeoff, it may be turned off after the climb is
well established provided other traffi c in the area does not
require its use for collision avoidance.
A properly lit instrument panel and visual reference to the
ground with city lights are recommended for night fl ying.
[Figure 12-11]
Orientation and Navigation
At night, it is usually diffi cult to see clouds and restrictions to
visibility, particularly on dark nights or under overcast. The
pilot fl ying under VFR must exercise caution to
avoid fl ying into clouds or a layer of fog. Usually,
the first indication of flying into restricted
visibility conditions is the gradual disappearance
of lights on the ground. If the lights begin to take
on an appearance of being surrounded by a halo
or glow, the pilot should use caution in attempting
further fl ight in that same direction. Such a halo
or glow around lights on the ground is indicative
of ground fog. Remember that if a descent to land
must be made through fog, smoke, or haze, the
horizontal visibility is considerably less. Under
no circumstances should a night fl ight be made
during poor or marginal weather conditions.
The pilot should practice and acquire competency
in straight-and-level fl ight, climbs and descents,
level turns, climbing and descending turns, and
steep turns. The pilot should also practice these
maneuvers with all the fl ight deck lights turned
off. This blackout training is necessary if the
pilot experiences an electrical or instrument light
failure. Training should also include using the
navigation equipment and local NAVAIDs.
In spite of fewer references or checkpoints, night
cross-country fl ights do not present particular
problems if preplanning is adequate, and the pilot
continues to monitor position, time estimates, and
fuel consumption. The GPS is the most valuable
instrument for day and night cross-country fl ying.
For night cross-country fl ying, spare batteries or
a GPS hooked to the aircraft electric system with
a battery backup is recommended. NAVAIDs,
12-11
Figure 12-12. Use light patterns for orientation.
if available, should also be used to assist in monitoring en
route progress.
Crossing large bodies of water at night in single-engine
aircraft is hazardous and not recommended by day or night.
This is from the standpoint of landing (ditching) in the water,
but especially at night because with little or no lighting the
horizon blends with the water making depth perception and
orientation diffi cult. During poor visibility conditions over
　
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