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Lighted runways, buildings, or other objects may cause illusions to the pilot when seen from different altitudes. At an altitude of 2,000 feet, a group of lights on an object may be seen individually, while at 5,000 feet or higher, the same lights could appear to be one solid light mass. These illusions may become quite acute with altitude changes and, if not overcome, could present problems in respect to approaches to lighted runways. 

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

Distance may be deceptive at night due to limited lighting conditions. A lack of intervening references on the ground and the inability 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, always give yourself plenty of time to complete the before 

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landing checklist. If the heading indicator contains a heading bug, setting it to the runway heading is an excellent reference for the pattern legs. 

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 glide path.  [Figure 10-5] 

After turning onto the final approach and aligning the airplane midway between the two rows of runway-edge lights, note and correct for any wind drift. Throughout the final approach, use pitch and power to maintain a stabilized approach. Flaps are used the same as in a normal approach. Usually, halfway through the final approach, the landing light is 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 round out and touchdown is 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. An inexperienced pilot may have a tendency 

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