for this possibility. Hold or lock the brakes during the run-up  and be alert for any forward movement. An instrument check  should be done while taxiing to check for proper and correct  operation prior to takeoff. Night flying is very different from day flying and demands  more attention of the pilot. The most noticeable difference  is the limited availability of outside visual references.  Therefore, flight instruments should be used to a greater  degree in controlling the airplane. This is particularly true  on night takeoffs and climbs. Adjust the flightdeck lights to  a minimum brightness that allow reading the instruments and  switches but not hinder outside vision. This also eliminates  light reflections on the windshield and windows. After ensuring that the final approach and runway are clear of  other air traffic, or when cleared for takeoff by the air traffic  controller, turn the landing and taxi lights ON and line the  airplane up with the centerline of the runway. If the runway  does not have centerline lighting, use the painted centerline  and the runway edge lights. After the airplane is aligned, note  the heading indicator and set to correspond to the known  runway direction. To begin the takeoff, release the brakes  and advance the throttle smoothly to maximum allowable  power. As the airplane accelerates, it should be kept moving  straight ahead between and parallel to the runway edge lights. The procedure for night takeoffs is the same as for normal  daytime takeoffs except that many of the runway visual cues are  not available. Check the flight instruments frequently during the  takeoff to ensure the proper pitch attitude, heading, and airspeed  are being attained. As the airspeed reaches the normal lift-off  speed, adjust the pitch attitude to establish a normal climb.  Accomplish this by referring to both outside visual references,  such as lights, and to the flight instruments.  [Figure 10-3] After becoming airborne, the darkness of night often makes  it difficult to note whether the airplane is getting closer to or  farther from the surface. To ensure the airplane continues in  a positive climb, be sure a climb is indicated on the attitude  indicator, vertical speed indicator (VSI), and altimeter. It is  also important to ensure the airspeed is at best climb speed. Make necessary pitch and bank adjustments by referencing  the attitude and heading indicators. It is recommended  that turns not be made until reaching a safe maneuvering  altitude. Although the use of the landing lights is helpful  during the takeoff, they become ineffective after the airplane  has climbed to an altitude where the light beam no longer  extends to the surface. The light can cause distortion when  it is reflected by haze, smoke, or clouds that might exist in  the climb. Therefore, when the landing light is used for the  takeoff, turn it off after the climb is well established provided  it is not being used for collision avoidance. Generally, at night, it is difficult to see clouds and restrictions  to visibility, particularly on dark nights or under overcast.  When flying under VFR, pilots must exercise caution to  avoid flying into clouds. 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, use caution in attempting further flight in that same  direction. Such a halo or glow around lights on the ground  is indicative of ground fog. Remember that if a descent must  be made through clouds, smoke, or haze in order to land,  the horizontal visibility is considerably less when looking  through the restriction than it is when looking straight down  through it from above. Under no circumstances should a  VFR night flight be made during poor or marginal weather  conditions unless both the pilot and aircraft are certificated  and equipped for flight under instrument flight rules (IFR). Crossing large bodies of water at night in single-engine  airplanes could be potentially hazardous, in the event of an  engine failure, the pilot may not have any option than to  land (ditch) the airplane in the water. Another hazard faced  by pilots of all aircraft, due to limited or no lighting, is that  the horizon blends with the water. During poor visibility  conditions over water, the horizon becomes obscure and may  result in a loss of orientation. Even on clear nights, the stars  may be reflected on the water surface, which could appear  as a continuous array of lights, thus making the horizon  difficult to identify. Figure 10-3.  Establish a positive climb. 10-7 Takeoff and Climb Orientation and Navigation