Letourn, you will have to ask fsxnp about practical matters of making a mission for FSX, all I did was test what was produced. AFAIK it was not possible to have an ILS for 'needles' (in the HUD) for NOLF Coupeville but no matter really from an FCLP viewpoint. On a carrier then 'needles' would be ideal but then again - it all depends.
However I will concede that having needles in the HUD (ILS) is a great convenience.
As far as I'm concerned FCLP is about flying the meatball - in the worst conditions - at night - so that the pilot is forced to fly 'meatball, line up and Opt AoA' without any other distractions being visible. If that premise is not accepted then don't bother with any FCLP. Go straight to the carrier and do your best. However I can reassure you if you master FCLP you will be much better at the carrier. That is how things work AFAIK.
If you are not aware, USN pilots will fly (night with some beginner day) FCLP a lot before going to the carrier by day, and much later at night, after they have day qualified. In the USN nowadays this is first done in a T-45C by day only but most of their FCLP is done at night as I understand (as happened since the beginning of the jet era I suspect) for reasons outlined above. The technique used at night will be the same technique used for daytime carrier landings, which usually involve a circuit of the carrier much the same as FCLP.
Night Carrier Landings are quite different so please don't equate night FCLP with night carrier landings. Night FCLP is done to make the pilot a better deck lander all round - day or night - when he can see the ball. At night at the carrier it is not possible to do a night circuit so an instrument approach is done from altitude either controlled by radar or by pilot flying precision instruments. All will end up though having the pilot flying a visual approach from whatever distance he can see the ball; OR purely on instruments alone if he is able to do that (not done much in practice as I understand things today). Why is a visual approach done from being visual with the ball? Because it is more precise.
Complete automatic landings are available to arrest but seldom carried out unless an emergency or pilot is asked to do one. Usually the pilot opts for a visual approach when he can do it, to remain in practice at doing so. There is not much practice for the pilot in an automatic landing.
Razgriz has been insisting that 'needles' ILS are essential for night FCLP and I have been making the point that they are not essential for night FCLP. I have not been saying that needles are not essential for night carrier landings though. I hope that point is clear.
As you may see from my 'not very good' mission 5 video example my pattern and approach were not ideal but I have demonstrated that such a night FCLP circuit is possible. I promise I will practice more.
Depending on pilot skill it is always best to start with the basics and that means day FCLP then dusk then night. Attempting to fly night FCLP as setup in Mission 5 at Coupeville is not a good idea without going through the basic FCLP steps. But then again this is a desktop sim and no one is going to get hurt; but you may find the experience disappointing if you have no success.
Mission 4 is a lot of fun because it combines features of day/night and is a good transition to night FCLP and it is challenging. Flying an accurate pattern for FCLP is important especially turns at 30 degree AoB at Optimum Angle of Attack speed and don't go below recommended altitude if you cannot see the ball/carrier deck during your base turn. Remaining high allows more chance to see the carrier deck / ball if you are too far away for example. If too close then too bad, go around again and try again. No one is suggesting that night FCLP is easy. However remember if you can master night FCLP you will ace the carrier part.
