NIGHT CIRCUITS Night Circuits As part of your night rating and is an extension to your license, it will assist in improving flying skills, particularly on instruments. The information in this brief relates to flying night circuits here at the Gold Coast. When you start your night navs. you will learn other aspects of night flying relating to other aerodromes. On top of the aspects involved in flying a normal circuit by day, we must also be aware of additional factors both physical and environmental which will affect us whilst flying at night. The night circuit pattern is the same as that used by day You will find the attitude control techniques for night flying are a combination of both visual and instrument flight. In night circuit flying, there are periods were the focus is entirely on the instruments. NIGHT CIRCUITS

Aim To introduce the correct technique and procedures for conducting night circuits in the C172 After some revision Explain factors that effect night vision Introduce the lighting requirements for aircraft and aerodromes We’ll talk about the techniques for controlling attitude and how they are a combination of both visual and instrument flight because In night circuit flying, there are periods were the focus is entirely on the instruments. Then finally we’ll test your knowledge with some questions

Objectives Correctly from memory: Recall the night VFR aircraft and aerodrome lighting requirements Recall the YBCG night operational requirements State the correct technique for conducting a night VFR circuit Recall the factors that can affect our night vision

Revision Recall the physiological factors that affect us as pilots during instrument flight Recall the techniques that we can use to minimise these illusions during flight Recall go around procedure. Recall the physiological factors that affect us as pilots during instrument flight. Leans…if we slowly & gently enter a turn without realising it the vestibular apparatus may be telling the brain that we are actually wings level. Coriolis Illusion…if you are looking down then lift your head you may get a tumbling sensation & nausea. Graveyard spiral Somongraphic…relates to high performance a/c not C172 Recall the techniques that we can use to minimise these illusions during flight…………Look & trust your instruments & minimise head movement. Recall go around procedure. Carbie heat off Full power Right rudder Level flight Retract to flap 20 Climb attitude Establish positive rate of climb Retract remaining flap in stages

What is a night circuit? Normal circuit Conducted at a suitable airfield Between the end and beginning of day light The circuit area at night for NVFR is within 3nm of the aerodrome reference point. This is different to sunrise and sunset EOD & BOD are defined as When the sun is 6° below the horizon EOD and BOD…..can be found from NAIPS or from flight planner software or the CAO’s

Maximising night vision Avoid strong glare during the day, especially sand or snow Avoid white light, especially fluoro lights Reduce cockpit lighting to maximise night vision Do not look straight ahead into an oncoming light source Remember Night vision can take up to 30 minutes to return to maximum efficiency To fly at night we obviously need our night vision, so to avoid it’s loss of effectiveness we need to do the following: Up to 3 days to recover full night vision

Factors Affecting Night Vision Anything that reduces the amount of oxygen available in the bloodstream will also reduce night vision Smoking Alcohol Head cold Altitude Fatigue Medication furthermore

Lighting Requirements Aircraft internal lighting Aircraft external lighting Aerodrome lighting Additional lighting Like for most people, night time is a very dark time….!!!! So we need lights to see!! These requirements can be found in CAO 20.18 Appendix V (aircraft only)

Lighting Requirements PILOT COMPARTMENT LIGHT \ MAP LIGHT PASSENGER COMPARTMENT LIGHTING INSTRUMENT ILLUMINATION Firstly, the Instruments required for night flight are: AI, ASI, ALT, T&S, DI, compass, Suction gauge, clock, OAT gauge, alt static (VSI not required) Can be found in CAO 20.18 appendix IV Instrument illumination. (With the power arraigned so that if the primary power source is not avail a backup power or lighting source can be easily selected) Lighting intensity controls. Pilot compartment lighting (adequate so that any documents or maps can be read) Passenger compartment lighting. (Dome light) Emergency lighting for each crew member (torch). The pilot compartment light or passenger compartment light may be the secondary instrument lighting (domes) DOK: CAAP 5.13-2(0): NVFR Rating December 2006 Internal lighting: - Instrument lights for all essential instruments and equipment; - Two sources of power for instrument lights (normally the generating system and a battery); - Pilot and passenger compartment lights adequate to read maps and documents. Emergency lighting: - A shock-proof electrical torch is required for each crew member. (A second torch and/or spare batteries is recommended). CAO 20.18 Appendix V Electric lighting equipment flight under the Instrument Flight Rules at night (including night V.M.C.) The electric lighting equipment is: 1 Instrument illumination illumination for all instruments and equipment, used by the flight crew, that are essential for the safe operation of the aircraft. The illumination shall be such that: all illuminated items are easily readable or discernible, as applicable; and (b) its direct or reflected rays are shielded from the pilot’s eyes; (c) its power supply is so arranged that in the event of the failure of the normal source of power, an alternative source is immediately available; (d) it emanates from fixed installations. 2 Intensity control means of controlling the intensity of the illumination of instrument lights, unless it can be demonstrated that non-dimmed instrument lights are satisfactory under all conditions of flight likely to be encountered. 3 Landing lights 2 landing lights except that, in accordance with the provisions of regulation 308 of the Regulations, aircraft engaged in private and aerial work operations and charter operations not carrying passengers for hire and reward are exempted from this requirement provided that 1 landing light is fitted. Note A single lamp having 2 separately energised filaments may be approved as meeting the requirement for 2 landing lights. 4 Passenger compartment lights lights in all passenger compartments. 5 Pilots’ compartment lights means of lighting the pilots’ compartment to provide illumination adequate for the study of maps and the reading of flight documents. 6 Position and anti-collision lights equipment for displaying the lights prescribed in regulation 196 of the Regulations. Note In accordance of the provision of subregulation 195 (1) of the Regulations, position and anticollision lights shall be displayed at night and in conditions of poor visibility. 7 Emergency lighting emergency lighting as specified in (Civil Aviation Regulations 1998) Part 39-105 AD/General/4B Amdt 3 and a shock-proof electric torch for each crew member at the crew member station. Appendix IV Instruments required for aeroplanes engaged in: (i) aerial work and private operations under the Instrument Flight Rules (including night V.M.C.); and (ii) charter operations under night V.M.C; and (iii) Instrument Flight Rules freight only charter operations in aeroplanes with maximum take-off weight not greater than 5 700 kg. 1 The flight and navigational instruments required are: (a) an airspeed indicating system; and (b) a sensitive pressure altimeter; and (c) (i) direct reading magnetic compass; or (ii) a remote indicating compass and a standby direct reading magnetic compass; and (d) an accurate timepiece indicating the time in hours, minutes and seconds, except that this may be omitted if it is carried on the person of the pilot or navigator; and (e) a rate of climb and descent indicator (vertical speed indicator) for other than night V.M.C. flights; and (f) an outside air temperature indicator; and (g) an attitude indicator (artificial horizon); and (h) a heading indicator (directional gyroscope); and (i) a turn and slip indicator except that only a slip indicator is required when a second attitude indicator usable through flight attitudes of 360 degrees of pitch and roll is installed; and (j) means of indicating whether the power supply to the gyroscopic instruments is working satisfactorily; and (k) except for aeroplanes engaged in night V.M.C. flights, means of preventing malfunctioning due to either condensation or icing of at least 1 airspeed indicating system. 2 The instruments specified in subparagraphs 1 (a), (b), (e) and (k) of this Appendix shall be capable of being connected to either a normal or an alternate static source but not both sources simultaneously. Alternatively, they may be connected to a balanced pair of flush static ports. 3 Except for aeroplanes engaged in night V.M.C. private and aerial work operations the instruments specified in subparagraphs 1 (g), (h) and (i) of this Appendix shall have duplicated sources of power supply unless the turn and slip indicator or the second attitude indicator specified in subparagraph 1 (i) has a source of power independent of the power operating other gyroscopic instruments. 4 A gyro-magnetic type of remote indicating compass installed to meet the requirements of subparagraph 1 (c) (ii) of this Appendix may be considered also to meet the requirement for a heading indicator specified in subparagraph 1 (h) of this Appendix, provided that such installation complies with the power supply requirements of paragraph 3 of this Appendix. LIGHT INTENSITY CONTROL EMERGENCY LIGHTING TORCH

Lighting Requirements 140° Red Rotating light White light 110° Strobes Starboard Taxi / Landing light As set out in CAR 196 part 13 division 4 and CAO 20.18 Appendix V A series of lights, Navigations lights ,a red light on the port wingtip, green light on the starboard wingtip these are projecting above and below the horizontal plane and through an angle from dead ahead through 110° to their respective sides. There must be a white light on the tail which projects above and below the horizontal plane and rearward through an angle of 140° which is equally distributed on the port and starboard sides. An anti-collision light, which may consist of either a red rotating light on the top of the fin and/or strobe lights on the wing tips A taxi/landing light that will safely enable the pilot to avoid obstructions while taxiing, and to aid in the landing stage Single landing light only required for private flight From the moment that we begin to taxi on the maneuvering area the nav and collision lights must be active DOK: CAAP 5.13-2 9.8.5 Aircraft lighting – (refer to CAO 20.18 appendix V). ! External lighting: - One landing light (or for Charter flights with passengers two landing lights or a lamp with two separately energised filaments); - Position lights (red, green and white navigation lights); - Anti-collision light (a flashing light or rotating beacon). CAR 195 Compliance with rules about lights (1) At night and in conditions of poor visibility, the operator and the pilot in command of an aircraft must comply with the rules in this Part requiring lights to be displayed in relation to the aircraft. Penalty: 25 penalty units. (2) At night and in conditions of poor visibility, the operator and the pilot in command of an aircraft must not allow to be displayed other lights that are likely to be mistaken for the lights required to be displayed under this Part. (3) The operator and the pilot in command of an aircraft must ensure that the lights displayed are not dazzling. (4) If a light, which the rules of this Part require to be displayed by an aircraft in flight, fails and the light cannot be repaired immediately, the pilot in command of the aircraft must: (a) notify air traffic control immediately; or (b) if this is not possible, land the aircraft as soon as it can be landed without danger. (5) An offence against subregulation (1), (2), (3) or (4) is an offence of strict liability. CAO 20.18 Appendix V Electric lighting equipment flight under the Instrument Flight Rules at night (including night V.M.C.) The electric lighting equipment is: 1 Instrument illumination illumination for all instruments and equipment, used by the flight crew, that are essential for the safe operation of the aircraft. The illumination shall be such that: all illuminated items are easily readable or discernible, as applicable; and (b) its direct or reflected rays are shielded from the pilot’s eyes; (c) its power supply is so arranged that in the event of the failure of the normal source of power, an alternative source is immediately available; (d) it emanates from fixed installations. 2 Intensity control means of controlling the intensity of the illumination of instrument lights, unless it can be demonstrated that non-dimmed instrument lights are satisfactory under all conditions of flight likely to be encountered. 3 Landing lights 2 landing lights except that, in accordance with the provisions of regulation 308 of the Regulations, aircraft engaged in private and aerial work operations and charter operations not carrying passengers for hire and reward are exempted from this requirement provided that 1 landing light is fitted. Note A single lamp having 2 separately energised filaments may be approved as meeting the requirement for 2 landing lights. 4 Passenger compartment lights lights in all passenger compartments. 5 Pilots’ compartment lights means of lighting the pilots’ compartment to provide illumination adequate for the study of maps and the reading of flight documents. 6 Position and anti-collision lights equipment for displaying the lights prescribed in regulation 196 of the Regulations. Note In accordance of the provision of subregulation 195 (1) of the Regulations, position and anticollision lights shall be displayed at night and in conditions of poor visibility. 7 Emergency lighting emergency lighting as specified in (Civil Aviation Regulations 1998) Part 39-105 AD/General/4B Amdt 3 and a shock-proof electric torch for each crew member at the crew member station. 110° Port

Green to green may be safe Red to red may be safe Solid white may be safe Green to green may be safe Green to red is unsafe Red to green is unsafe

AERODROME LIGHTING Obstacle lighting Runway end lighting (departure) Windsock lighting Runway edge lighting (1) for a PVT, AWK or CHTR aircraft: runway edge lighting, threshold lighting, illuminated wind direction indicator, obstacle lighting (when specified in local procedures); AIP ENR 1.1 para 74.1 Runway edge lights are spaced from 60M to 90M apart and are normally white. Permanent Threshold Lights emit two coloured lights, green to arriving aircraft and red to departing aircraft, they are usually a row of six lights evenly spaced across the threshold. Runway Threshold Identification Lights are used when a runway threshold needs to be made more conspicuous, two flashing white lights (strobes) are provided, one on each side of the runway, in line with the threshold. a frequency of between 60 and 120 flashes per minute and are visible in the approach direction only. Windsock light Obstacles which penetrate the obstacle limitation surface of an aerodrome, or which are on the movement area, are lit. Three types of lights are used: a. low intensity STEADY RED light for most situations; b. medium intensity FLASHING RED light (hazard beacon) for early or special warning; and c. High intensity flashing WHITE (strobe) light for day/night marking of tall structures. AERODROME LIGHTING AIP AD 1.1 para4 Ref: ALTERNATE LIGHTING AIP ENR 1.1 paras 73.4 and 74.4, Obstacle lighting Any high obstructions within close proximity to the aerodrome must be illuminated at night with a red light Unknown CASA document: 2.2.2 – Low intensity obstacle lights are steady red lights and are to be used on non-extensive objects whose height above the surrounding ground is less than 45m. Note: A group of trees or buildings is regarded as an extensive object. 2.2.3 – Medium intensity obstacle lights are to be used either alone or in combination with low intensity lights, where: (a) the object is an extensive one; (b) the object is 45m above the surrounding ground; or (c) CASA determines that early warning to pilots of the presence of the object is desirable. 2.2.4 – Medium intensity obstacle lights can be flashing red lights, steady red lights or flashing white lights. The flashing red light is also known as a hazard beacon. The steady red is an option when there is objection to flashing red lights. Flashing white obstacle lights are obviously most effective, but they may not be compatible with the environment, especially near build up areas. Medium intensity flashing white lights may be used in lieu of obstacle markings during the day to indicate temporary obstacles in the vicinity of an aerodrome. 2.2.5 – High intensity obstacle lights are flashing white lights used on obstacles that are in excess of 150m in height. As high intensity obstacle lights have a significant environmental impact on people and animals, it is necessary to consult with interested parties about their use. High intensity obstacle lights may also be used during the day, in lieu of obstacle markings, on obstacles that are in excess of 150m in height, or are difficult to be seen from the air because of their skeletal nature, such as towers with overhead wires and cables spanning across roads, valleys or waterways. AIP ENR 1.1 74.1 General A pilot in command must plan the flight to comply with the following conditions for the use of an aerodrome, including an alternate aerodrome: a. an aircraft must not take off or land at a place not suitable for the purpose under Regulation 92(1) and, if engaged on an international flight, at a place not designated as an international aerodrome or international alternate aerodrome; b. unless otherwise approved an aircraft must not take off or land at an aerodrome at night unless the following lighting is operating: Runway end lighting (approach) T-VASIS T-VASIS Runway threshold identification lights

Aerodrome Lighting Apron lighting Taxi-way edge lighting At GC taxiways Foxtrot, Golf & Hotel are unlit, but can still be used. Normal clearances are required same as day. (not one for R17 at GC) but Rwy is still active & needs a clearance to cross. Holding point amber coloured and there is 3 light in the middle of the taxi way if a centre line is present Taxi centre lights are green… DOK: For AWK category (our category) we don’t need apron or taxi way lighting. For RPT need…Rwy edge lighting, Threshold, windsock, Taxiway (blue edge & green centreline) & apron lighting. Holding point lights Taxi-way centreline lighting

Lighting Information ERSA FAC Specific aerodrome lighting AERODROME AND APPROACH LIGHTING RWY 14/32 MIRL PAL+AFRU 118.7 SDBY PWR AVBL RWY 14/32 RTIL RWY 14/32 T-VASIS PAL+AFRU 118.7 3.0 DEG 39FT SDBY PWR AVBL PAL lighting timing is critical. Recommended three one-second pulses to activate. OTHER LIGHTING ABN ALTN 8 WG PAL+AFRU (Pilot Activated Aerodrome Lighting + AFRU provides PAL, with voice confirmation of lighting actuation, as an additional function of the AFRU on the CTAF frequency associated with the aerodrome.) MIRL (Medium Intensity Runway Lights) 3 stages of intensity. RTIL (Runway Threshold Identification Lights) Flashing White strobes T-Vasis (T pattern Visual Approach Slope Indicator System) ABN (Aerodrome beacon) White and Green 8 second intervals DOK: Aerodrome Frequency Response Unit (AFRU) provides an automatic response when a pilot transmits on the aerodrome frequency (CTAF) for the particular aerodrome.

Aircraft Performance Colder air temperature Denser atmosphere Engine Performance increased Aerodynamic Performance increased Performance: Air Temp cooler at night Atmosphere, Stability, cooler air temps less thermal activity. Engine performance increased due to the larger charge in each cylinder Aerodynamic performance increases due to the increase in air density true airspeed decrease for the same IAS

Application

Ground Operations Pre-flight During the day Serviceability of all lights internal and external Taxiing The speed can be difficult to judge Use area illuminated by nav lights on wingtips to assess taxi speed…..Be very careful Taxi at slow walking speed Turn off taxi light for oncoming taxi traffic If you have to preflight in the dark….have a good strong torch During the day, what speed to we taxi at? FAST WALKING PACE

Beginning the Night Circuit Taxi light remains on until the take-off clearance has been given then the landing light is switched on Enter the runway as normal and align the nose wheel with the runway centreline Focus on the end of the runway

FOCUS

Rotate At 55kts increase the back pressure. Be very smooth with the amount of back pressure used Once the nose wheel has rotated, pitch the nose to 8° - 10° on the AI and hold Confirm a positive rate of climb on two instruments After takeoff go completely onto your instruments

POSITIVE RATE OF CLIMB Check that the aircraft establishes a positive rate of climb Be wary of sensory illusions and maintain flight by reference to instruments; Work cycle on the upwind leg…..AI - wings level, ASI, AI, Altimeter, AI, DI, AI, Balance, AI, VSI

Upwind Maintain wings level on the instruments until 500ft AGL Visually check for traffic on crosswind before the turn Once the turn has been cleared Conduct a rate 1 turn on instruments. Trust your instruments All turns roll out on specific headings so think ahead Crosswind 90° to runway heading by looking at DI 2 mins for rate 1 turn 050 onto crosswind

Crosswind Once the turn has been completed, roll wings level on the AI and continue the climb Visually confirm the circuit spacing and adjust accordingly (slowly) Return your focus to the instruments and continue to climb on crosswind

Check aircraft position by reference to the runway lights. Watch perception at night…..clear night the Rwy can appear closer, use a/c foot print to judge spacing

CROSSWIND 14 UPWIND VISUAL / INSTRUMENT COMBINATION STRICTLY INSTRUMENTS CROSSWIND 14 UPWIND

Downwind Normal circuit dimensions and procedures Heading Height Spacing Speed Before landing checks: Instruments now include DI aligned to compass Suction (gyroscopic instruments), amps/volts (electrically driven flight instruments) What’s the mnemonic? BUMFISH Note: It is important to maintain an effective lookout and complete all checks without rushing. DOK: CAAP 5.13-2 10.3.3 The practice of keeping the landing lights switched on while flying in the circuit is recommended as an aid in making your aircraft conspicuous to other traffic.

DOWNWIND CROSSWIND 14 UPWIND VISUAL / INSTRUMENT COMBINATION STRICTLY INSTRUMENTS DOWNWIND CROSSWIND DOK: The turn onto base leg can be judged by either timing the aircraft past the runway threshold (30-40 seconds) or by angular displacement from it (45"). 14 UPWIND

Base Turn Visually clear the path prior to turning Normal circuit dimensions and procedures I.E. Flap and speed as required Conduct a rate 1 turn onto base Could we expect to use more or less power at night? LESS

DOWNWIND BASE CROSSWIND 14 UPWIND VISUAL / INSTRUMENT COMBINATION STRICTLY INSTRUMENTS DOWNWIND BASE CROSSWIND DOK: CAAP 5.13-2 10.3.5 Base Leg/Approach – The descent on base leg should normally be planned to position the aircraft to start the turn onto final at about 600-700' above ground level (AGL). Don't descend below pre-planned critical heights until established at the appropriate position on the approach path and on a stabilised approach. 14 UPWIND

Turning Final Normal circuit dimensions and procedures I.E. Flap and speed as required Conduct a rate 1 turn and use a mixture of instruments and visual Maintain a visual with runway lights from this point onwards Adjust descent profile as required and maintain runway centreline Established on to final that you not below 500 ft

DOWNWIND BASE CROSSWIND 14 FINAL UPWIND VISUAL / INSTRUMENT COMBINATION STRICTLY INSTRUMENTS DOWNWIND BASE CROSSWIND DOK: CAAP 5.13-2 10.3.6 The turn onto final approach should be flown by reference to instruments, particularly in 'black-hole' conditions. Fixating on the approach lights under black-hole conditions may cause the auto kinesis illusion. Keeping a visual scan going on approach which includes flight instruments will avoid this. 14 FINAL UPWIND

Final Aiming point (T-VASIS) Adjust descent profile as required and maintain runway centreline Same technique as visual approach at day Use runway perspective to assess profile Looking at the T-vasis, to show that we’re on profile, what should the lights say? ONE LIGHT LOW

Normal Approach Australian Wings Academy Version 2 amd 0 DOK: CAAP 5.13-2 10.3.7 Select an aiming point well into the runway, keeping in mind the tendency to undershoot in the absence of ground lighting and approach slope guidance. 10.3.8 Use the apparent shape of the flarepath on final as an aid to establishing the correct approach path, keeping in mind that narrow or sloping runways may give a different picture. 10.3.9 If aircraft attitude is kept constant and the approach path is being maintained, the aiming point should appear to remain stationary in the windscreen. As the runway gets closer, the lights ahead and behind the aiming point will appear to expand away from the aiming point in the pilot's field of vision. Australian Wings Academy Version 2 amd 0

High Approach Australian Wings Academy Version 2 amd 0

Low Approach Australian Wings Academy Version 2 amd 0

Landing Technique Continue the approach until the runway edge lights spread around the engine cowling and begin to appear as one solid line Smoothly reduce power to idle Do not fixate on the area illuminated by the landing light Transition to straight and level and select an aiming point on the upwind end of the runway Smoothly continue to raise the nose until the engine cowling is placed on the end runway lights DOK: CAAP 5.13-2 10.3.8 Use the apparent shape of the flare path on final as an aid to establishing the correct approach path, keeping in mind that narrow or sloping runways may give a different picture. 10.3.12 Landing – The flare, hold off and landing is probably best judged by the perspective of runway side lighting rising in your peripheral vision. There are a number of techniques for judging this part of the landing with practice and repetition being an important factor. At the point where the runway edge lighting starts rising in your peripheral vision it is important to transfer your sight to the centre of the far end of the runway. Avoid fixating on the area of the runway illuminated by the landing lights. Reduce power to idle and adjust the attitude to arrest the descent rate while maintaining directional control. After touchdown, stay on the centre line until the aircraft has slowed to a safe speed and vacate the runway.

The Landing Roll Once the aircraft is on the ground: Apply brakes as required to slow the aircraft to a walking pace Maintaining the runway centreline with rudder as required If for a touch and go: Identify the flap selector and move to the take-off position Say to yourself ‘flaps identified and up’ Re-trim for take-off Smoothly apply full power and repeat

Emergency Situations at Night Electrical problems High demand on electrical system Reduce electrical load Ensure torch is ready Failure of the electrical system will not effect the operation of the engine Electrically driven flight instruments and flaps will fail to work What instrument is electrically driven in the 172N?TURN CO-ORDINATOR

Emergency Situations at Night Engine failure at night Greater difficulty selecting a suitable forced landing area Although a full moon may give adequate illumination Use of local knowledge Worst case scenario Trim for best glide speed descend into wind and minimise the touchdown speed Landing light on

Emergency Situations at Night Radio Failure Same procedure as day operations. Use mobile phone if radio is un-serviceable