@AeroPlus. I am not sure why SPO is relevant as it seems there is nothing in there about runway lights that is not in Part-NCO ?
I still think that NCO.OP.110(b)(2) is the reference for us, which is also seems to be the best legal answer to the original question: Yes, runway lights have to be available.
AeroPlus wrote:
SPO.OP 110 is not only for specialized operations and complex aircraft. Read on and the normal ops and aircraft are covered there as well.
SPO is certainly only for specialised operations. It says so itself at the very beginning!
SPO.GEN.005 Scope
(a) This Annex applies to any specialised operation where the aircraft is used for specialised activities such as agriculture, construction, photography, surveying, observation and patrol, aerial advertisement
GM1 to SPO.GEN.005 gives several examples.
You must all be right! Sorry about that. In any case, we found the answer to our question: you need lights :-)
I think huv is quoting the GM and AMC which is not law. The clue is in the word “should” instead of “shall”.
This is the consolidated Regulation (i.e. the law) and I don’t see anything about runway lights:
NCO.OP.110 Aerodrome operating minima — aeroplanes and helicopters
(a) For instrument flight rules (IFR) flights, the pilot-in-command shall select and use aerodrome operating minima for each departure, destination and alternate aerodrome. Such minima shall:
(1) not be lower than those established by the State in which the aerodrome is located, except when specifically approved by that State; and
(2) when undertaking low visibility operations, be approved by the competent authority in accordance with Annex V (Part-SPA), Subpart E to Regulation (EU) No 965/2012.
(b) When selecting the aerodrome operating minima, the pilot-in-command shall take the following into account:
(1) the type, performance and handling characteristics of the aircraft;
(2) his/her competence and experience;
(3) the dimensions and characteristics of the runways and final approach and take-off areas (FATOs) that may be selected for use;
(4) the adequacy and performance of the available visual and non-visual ground aids;
(5) the equipment available on the aircraft for the purpose of navigation and/or control of the flight path, during the take-off, the approach, the flare, the landing, the rollout and the missed approach;
(6) the obstacles in the approach, the missed approach and the climb-out areas necessary for the execution of contingency procedures;
(7) the obstacle clearance altitude/height for the instrument approach procedures;
(8) the means to determine and report meteorological conditions; and
(9) the flight technique to be used during the final approach.
(c) The minima for a specific type of approach and landing procedure shall ►M4 only ◄ be used if:
(1) the ground equipment required for the intended procedure is operative;
(2) the aircraft systems required for the type of approach are operative;
(3) the required aircraft performance criteria are met; and
(4) the pilot is qualified appropriately
I’m not saying that the GM and AMC is wrong. I just don’t like to see guidance presented as law. We have quite enough of the latter.
Jacko wrote:
I’m not saying that the GM and AMC is wrong. I just don’t like to see guidance presented as law. We have quite enough of the latter.
Additionally, part-NCO is unusual compared to other EASA regulations in that you can determine your own AMCs without having them approved.
FWIW landing on a runway with the light intentionally off was part of my night-VFR course / checkride
tmo wrote:
FWIW landing on a runway with the light intentionally off was part of my night-VFR course / checkride
Was it the case for takeoff?
Good question, and I don’t remember, TBH; I think it was for landing only, true.
tmo wrote:
Good question, and I don’t remember
Finding the runway, taxi and getting aligned with aircraft lights ON but no ground lights is tough, unlike when flying you can’t point them down 
For landing you have aircraft lights pointing to the ground so you will be able to see something as long as you have a tiny chance to overfly the runway (more probable when runway is long/wide with big white markings), I did one of those during the night rating but it was on 6th landing on a row and rwy = Cardiff = long, however, atc suggested a full stop then they will switch light ON before takeoff, it was dead easy as they did not switch off the light of the passengers terminal 
In the other hand I did a landing at SS+15min (not yet night) in short runway in uncontrolled airfield and almost crashed the thing…
My feeling for takeoff in darkness, you will be able to “save it” as you do for botched crosswind takeoff as long as the runway is wide/long
Again, long and wide runways does answer most weird EuroGA questions (land on ILS with 0 VIS?), assuming you fly a low wing loading
