In order to provide a higher margin of safety, it is recommended that a cruising altitude somewhat higher than normal be selected. There are three reasons for this. First, a higher altitude gives more clearance between obstacles, especially those that are difficult to see at night, such as high-tension wires and unlighted towers. Second, in the event of an engine failure, there is more time to set up for a landing and the greater gliding distance gives more options for a safe landing. Third, radio reception is improved, particularly if using radio aids for navigation.

During preflight planning, when possible, it is recommended that a route of flight be selected that is within reach of an airport, or any safe landing site. It is also recommended that pilots fly as close as possible to a populated or lighted area, such as a highway or town. Not only does this offer more options in the event of an emergency, but also makes navigation a lot easier. A course comprised of a series of slight zigzags to stay close to suitable landing sites and well-lit areas, only adds a little more time and distance to an otherwise straight course.

In the event of a forced landing at night, use the same procedure recommended for day time emergency landings. If available, turn on the landing light during the final descent to help in avoiding obstacles along the approach path.

Because the quantity and quality of outside visual references are greatly reduced, a pilot tends to focus on a single point or instrument, making him or her less aware of the other traffic around. Make a special effort to devote enough time to scan for traffic. As discussed previously in this chapter, effective scanning is accomplished with a series of short, regularly spaced eye movements that bring successive areas of the sky into the central visual field. Contrary to the 30-degree scan used to view the ground in the case of scanning for other aircraft, each movement in this case should not exceed 10 degrees, and each area should be observed for at least 1 second to enable detection. If the pilot detects a dimly lit object in a certain direction, the pilot should not look directly at the object, but scan the area adjacent to it, called off-center viewing. This will decrease the chances of fixating on the light and allow focusing more on the objects (e.g., tower, aircraft, ground lights). Short stops of a few seconds in duration in each scan will help to detect the light and its movement. A pilot can determine another aircraft’s direction of flight by interpreting the position and anticollision lights, as previously described. When scanning, pilots should also remember to move their heads, not just their eyes. Ground obstructions can cover a considerable amount of sky, and the area can easily be uncovered by a small head movement.

Night approaches and landings do have some advantages over daytime approaches, as the air is generally smoother, and the disruptive effects of turbulence and excessive crosswinds are often absent. However, there are a few special considerations and techniques that apply to approaches at night. For example, when landing at night, especially at an unfamiliar airport, make the approach to a lighted runway and then use the taxiways to avoid unlighted obstructions or equipment.

Carefully controlled studies have revealed that pilots have a tendency to make lower approaches at night than during the day. This is potentially dangerous as there is a greater chance of hitting an obstacle, such as an overhead wire or fence, that is difficult to see. It is good practice to make steeper approaches at night, increasing the probability of clearing obstacles. Monitor altitude and rate of descent using the altimeter.

Another pilot tendency during night flight is to focus too much on the landing area and not pay enough attention to airspeed. If too much airspeed is lost, a vortex ring state condition may result. Maintain the proper attitude during the approach, and ensure that you keep some forward airspeed and movement until close to the ground. Outside visual references for airspeed and rate of closure may not be available, especially when landing in an unlit area, so pay special attention to the airspeed indicator.

Although the landing light is a helpful aid when making night approaches, there is an inherent disadvantage. The portion of the landing area illuminated by the landing light seems higher than the dark area surrounding it. This effect can cause a pilot to terminate the approach at an altitude that is too high, which may result in a vortex ring state condition and a hard landing.

Various surface features and atmospheric conditions encountered in night landing can create illusions of incorrect height above and distance from the runway threshold. Landing errors from these illusions can be prevented by anticipating them during approaches, conducting an aerial visual inspection of unfamiliar airports before landing, using electronic glideslope or VASI systems when available, and maintaining optimum proficiency in landing procedures.

An absence of ground features, as when landing over water, darkened areas, and terrain made featureless by snow, can create the illusion that the aircraft is at a higher altitude than it actually is. The pilot who does not recognize this illusion will fly a lower approach.

Rain on the windscreen can create the illusion of greater height, and atmospheric haze can create the illusion of being at a greater distance from the runway. The pilot who does not recognize these illusions flies a higher approach. Penetration of fog can create the illusion of pitching up. The pilot who does not recognize this illusion steepens the approach, often quite abruptly.

Lights along a straight path can be mistaken for runway and approach lights. This might include street lights along a roadside or even the internal lights of a moving train. Another illusion may occur with very intense runway and approach lighting. Due to the relative brightness of these lights, the pilot may perceive them to be closer than they really are. Assuming that the lights are as close as they appear, the pilot may attempt an approach that is actually lower than glideslope. Conversely, the pilot flying over terrain with few lights may make a lower than normal approach.

While ceiling and visibility significantly affect safety in night VFR operations, lighting conditions also have a profound effect on safety. Even in conditions in which visibility and ceiling are determined to be visual meteorological conditions, the ability to discern unlit or low contrast objects and terrain at night may be compromised. The ability to discern these objects and terrain is referred to as the “seeing condition,” and is related to the amount of natural and man-made lighting available, and the contrast, reflectivity, and texture of surface terrain and obstruction features. In order to conduct operations safely, seeing conditions must be accounted for in the planning and execution of night VFR operations.