When you’re cleared for takeoff, using the checklist “Lights, Camera, Action” can be useful to remember to turn on the applicable lights [lights] and transponder [camera] before you take off [action]. While that’s a helpful memory tool, what does “lights” mean? It’s not like turning on and off the headlights of a car… there are multiple kinds of lights that have different requirements for each, both day and night.
To be sure I was doing my “Lights, Camera, Action” checklist correctly I did some further research on the specific requirements for each light on the aircraft to build a helpful outline below. If you want the verbatim regulations from the FAA those are at the bottom. My plain English summary will come first.
Aircraft Lighting Requirements
Rotating Beacon Requirements
There is no published requirement for rotating beacons that I could find in the regulations. However, AIM 4-3-23 on the use of aircraft lights (copied below) suggests using the rotating beacon anytime the aircraft is in operation. From a practical perspective it’s most prudent to always have your beacon on so that people on the ground know that the airplane is underway (if they can’t hear you) or the engine is about to be started.
I have also heard mixed feedback on whether you should just always leave your beacon switch on so that you don’t forget it and so that also you’ll be able to see if you left the master battery switch on as you’re walking away from the airplane.
The counter argument to that is that you get in the habit of leaving switches on and in the event there is a fault in the master battery bus you could end up draining your battery with the beacon. Personally I leave the beacon switch on so that I don’t forget it and that so people know I am about to start the engine as soon as I turn the master battery switch on.
Based on my interpretation of the regulations I believe that the rotating beacon can technically be considered part of the anti-collision light system, which we’ll cover next. If so, then the best case is to always have your beacon on anytime the aircraft is operational (ground or air).
Anti-Collision / Strobe Light Requirements
14 CFR 91.209(b) says that if you have an anti-collision light system installed, it needs to be used (day or night) unless the pilot deems it unsafe (taxiing, fog, etc.). From a practical standpoint I really don’t like it when pilots use their strobe lights prior to takeoff, particularly during taxi or run-up. One quick stare into a strobe light of a passing King Air and you’ll be seeing blank spots for a few minutes in your field of vision. I like to have strobe lights as part of my “lights, camera, action” checklist when I’ve been cleared for takeoff. On the ground, leave them off as a courtesy to other pilots.
Position / Navigation Light Requirements
14 CFR 91.209(a) says that you must use position (navigation) lights from sunset to sunrise. There is an exception in Alaska (since the sun sets during the summer but it’s still quite light outside) that you must use position lights if you can’t see an object 3 statute miles away or if the sun is more than 6 degrees below the horizon.
Landing / Taxi Light Requirements
There aren’t any published regulations about the use of a landing or taxi light. Operations for hire at night require a landing light to be installed but there’s no regulation saying that it actually must be used. AIM 4-3-23 suggests that you landing lights them when taking off, landing, within 10 miles of the airport, or below 10,000 feet. It also suggests turning on the taxi light only when ready to taxi to indicate to other airplanes you intention to move (but you can leave it off while stationary and just have your rotation beacon).
Logo Light Requirements
There is no requirement for the use of a logo light. AIM 4-3-23 suggests turning these on during taxi to indicate intent to other pilots that you are moving.
Practical Suggestions
Now that we’ve covered the actual regulations (there really aren’t that many of them when you look at it), let’s cover some practical suggestions. There is some room in the regulations for the discretion of the pilot and we’ll cover a few of those below.
Manage Your Alternator Load
The regs don’t ever say that you can’t use a particular light in any given time; they cover when you need to use lights. In my earlier days as a pilot to avoid missing a regulation, and in an effort to make the airplane as visible as possible, I would always just fly with all of the lights on. There’s not necessarily something wrong with that, other than that in certain airplanes it might put an undue load on your alternator.
I learned this the hard way when I bought my first airplane and shortly after takeoff my alternator failed. I was so frustrated to have that kind of failure having just bought the airplane hours before. Long story short I was just overloading the alternator and it was overheating and the circuit breaker would pop and turn the alternator off.
Overloading the alternator can also be easy to do if you are using pitot heat. So if you are flying IFR and need pitot heat, try to be mindful of your alternator and consider turning off non-essential lights for the time being.
Along this topic is a second practical suggestion…
Upgrade to LED
I upgraded my taxi and landing lights from traditional bulbs to LEDs, partly because of my alternator woes mentioned above. They are MUCH brighter and use WAY less energy and they also don’t create any heat. Unfortunately this isn’t a cheap upgrade (each bulb was $300-400) but it has been very worth it in the long run. If you want better lighting performance and want to save some energy and heat in the process, consider swapping over to LED lights.
Don’t want to upgrade all of your lights to LEDs? Consider starting with just the landing light since you will likely use this much more than your taxi light. You’ll be shocked by how much farther you can see with an LED light than a traditional bulb, too. So it comes in real handy on those night landings.
Turn Strobe Lights Off in Low Visibility
Anti-collision / strobe lights become optional when the use of such causes any safety concern to the pilot. A practical time that you might want to turn strobe lights off is in the clouds or fog. In these low visibility situations the strobe tends to light up the entire area surrounding the plane, like lightning in a cloud, and can be distracting and even disorienting as a pilot. Plus, if you are in that low of visibility no one else is really seeing your strobe lights either. Consider giving them a break until the visibility improves.
Be Courteous to Other Pilots
One of my pet peeves if when other pilots have strobe lights blaring on the taxi way or especially the run-up area. There’s nothing that will ruin your night vision and eye pupil adjustment to nighttime operations like a flashing white light right in your face. Wait until you are cleared for takeoff to turn the strobes on. And if you’re doing a run up with an airplane in front of you (or there’s one coming down the taxiway that is pointed at you), consider turning off your taxi light so that it isn’t shining directly into their cockpit. They’ll still be able to see you just fine with your beacon and nav lights on.
Verbatim Aircraft Lighting Regulations
Below are the specific regulations from both the FAR and the AIM that I used to summarize above.
No person may:
(a) During the period from sunset to sunrise (or, in Alaska, during the period a prominent unlighted object cannot be seen from a distance of 3 statute miles or the sun is more than 6 degrees below the horizon) –
(1) Operate an aircraft unless it has lighted position lights;
(2) Park or move an aircraft in, or in dangerous proximity to, a night flight operations area of an airport unless the aircraft –
(i) Is clearly illuminated;
(ii) Has lighted position lights; or
(iii) is in an area that is marked by obstruction lights;
(3) Anchor an aircraft unless the aircraft –
(i) Has lighted anchor lights; or
(ii) Is in an area where anchor lights are not required on vessels; or
(b) Operate an aircraft that is equipped with an anticollision light system, unless it has lighted anticollision lights. However, the anticollision lights need not be lighted when the pilot-in-command determines that, because of operating conditions, it would be in the interest of safety to turn the lights off.
AIM 4-3-23 Use of Aircraft Lights
a. Aircraft position lights are required to be lighted on aircraft operated on the surface and in flight from sunset to sunrise. In addition, aircraft equipped with an anti-collision light system are required to operate that light system during all types of operations (day and night). However, during any adverse meteorological conditions, the pilot-in-command may determine that the anti-collision lights should be turned off when their light output would constitute a hazard to safety (14 CFR Section 91.209). Supplementary strobe lights should be turned off on the ground when they adversely affect ground personnel or other pilots, and in flight when there are adverse reflection from clouds.
b. An aircraft anti-collision light system can use one or more rotating beacons and/or strobe lights, be colored either red or white, and have different (higher than minimum) intensities when compared to other aircraft. Many aircraft have both a rotating beacon and a strobe light system.
c. The FAA has a voluntary pilot safety program, Operation Lights On, to enhance the see-and-avoid concept. Pilots are encouraged to turn on their landing lights during takeoff; i.e., either after takeoff clearance has been received or when beginning takeoff roll. Pilots are further encouraged to turn on their landing lights when operating below 10,000 feet, day or night, especially when operating within 10 miles of any airport, or in conditions of reduced visibility and in areas where flocks of birds may be expected, i.e., coastal areas, lake areas, around refuse dumps, etc. Although turning on aircraft lights does enhance the see-and-avoid concept, pilots should not become complacent about keeping a sharp lookout for other aircraft. Not all aircraft are equipped with lights and some pilots may not have their lights turned on. Aircraft manufacturer’s recommendations for operation of landing lights and electrical systems should be observed.
d. Prop and jet blast forces generated by large aircraft have overturned or damaged several smaller aircraft taxiing behind them. To avoid similar results, and in the interest of preventing upsets and injuries to ground personnel from such forces, the FAA recommends that air carriers and commercial operators turn on their rotating beacons anytime their aircraft engines are in operation. General aviation pilots using rotating beacon equipped aircraft are also encouraged to participate in this program which is designed to alert others to the potential hazard. Since this is a voluntary program, exercise caution and do not rely solely on the rotating beacon as an indication that aircraft engines are in operation.
e. Prior to commencing taxi, it is recommended to turn on navigation, position, anticollision, and logo lights (if equipped). To signal intent to other pilots, consider turning on the taxi light when the aircraft is moving or intending to move on the ground, and turning it off when stopped or yielding to other ground traffic. Strobe lights should not be illuminated during taxi if they will adversely affect the vision of other pilots or ground personnel.
f. At the discretion of the pilotincommand, all exterior lights should be illuminated when taxiing on or across any runway. This increases the conspicuousness of the aircraft to controllers and other pilots approaching to land, taxiing, or crossing the runway. Pilots should comply with any equipment operating limitations and consider the effects of landing and strobe lights on other aircraft in their vicinity.
g. When entering the departure runway for takeoff or to “line up and wait,” all lights, except for landing lights, should be illuminated to make the aircraft conspicuous to ATC and other aircraft on approach. Landing lights should be turned on when takeoff clearance is received or when commencing takeoff roll at an airport without an operating control tower.
Blue skies!
