landing checklist. If the heading indicator contains a heading  bug, setting it to the runway heading is an excellent reference  for the pattern legs. 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. 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. 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  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  Approaches and Landings Below glidepath  On glidepath Above glidepath Far Bar Near Bar Far Bar Near Bar Far Bar Near Bar If you see red over  red, you are below glidepath. If the far bar is red  and the near bar is  white, you are on the  glidepath.  The memory aid “red  over white, you’re all  right,” is helpful in  recalling the correct  sequence of light. If both light bars are white, you are too  high. Figure 10-5.  VASI. Figure 10-4.  Use light patterns for orientation. 10-8