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assure yourself that you are able to locate and use these
devices, and read the markings in poor light conditions.
Before you start the engine, make sure all necessary
equipment and supplies needed for the flight, such as
charts, notepads, and flashlights, are accessible and
ready for use.
ENGINE STARTING AND ROTOR
ENGAGEMENT
Use extra caution when starting the engine and engaging
the rotors, especially in dark areas with little or no
outside lights. In addition to the usual call of “clear,”
turn on the position and anticollision lights. If conditions
permit, you might also want to turn the landing
light on momentarily to help warn others that you are
about to start the engine and engage the rotors.
TAXI TECHNIQUE
Landing lights usually cast a beam that is narrow and
concentrated ahead of the helicopter, so illumination to
the side is minimal. Therefore, you should slow your
taxi at night, especially in congested ramp and parking
areas. Some helicopters have a hover light in addition
to a landing light, which illuminates a larger area under
the helicopter.
When operating at an unfamiliar airport at night, you
should ask for instructions or advice concerning local
conditions, so as to avoid taxiing into areas of construction,
or unlighted, unmarked obstructions. Ground
controllers or UNICOM operators are usually cooperative
in furnishing you with this type of information.
TAKEOFF
Before takeoff, make sure that you have a clear, unobstructed
takeoff path. At airports, you may accomplish
this by taking off over a runway or taxiway, however, if
13-5
you are operating off-airport, you must pay more attention
to the surroundings. Obstructions may also be difficult
to see if you are taking off from an unlighted area.
Once you have chosen a suitable takeoff path, select a
point down the takeoff path to use for directional reference.
During a night takeoff, you may notice a lack of
reliable outside visual references after you are airborne.
This is particularly true at small airports and off-airport
landing sites located in sparsely populated areas. To
compensate for the lack of outside references, use the
available flight instruments as an aid. Check the altimeter
and the airspeed indicator to verify the proper climb
attitude. An attitude indicator, if installed, can enhance
your attitude reference.
The first 500 feet of altitude after takeoff is considered
to be the most critical period in transitioning from the
comparatively well-lighted airport or heliport into
what sometimes appears to be total darkness. Atakeoff
at night is usually an “altitude over airspeed” maneuver,
meaning you will most likely perform a nearly
maximum performance takeoff. This improves the
chances for obstacle clearance and enhances safety.
When performing this maneuver, be sure to avoid the
cross-hatched or shaded areas of the height-velocity
diagram.
EN ROUTE PROCEDURES
In order to provide a higher margin of safety, it is recommended
that you select a cruising altitude somewhat
higher than normal. There are several reasons for this.
First, a higher altitude gives you more clearance
between obstacles, especially those that are difficult to
see at night, such as high tension wires and unlighted
towers. Secondly, in the event of an engine failure, you
have more time to set up for a landing and the gliding
distance is greater giving you more options in making a
safe landing. Thirdly, radio reception is improved, particularly
if you are using radio aids for navigation.
During your preflight planning, it is recommended that
you select a route of flight that keeps you within reach
of an airport, or any safe landing site, as much of the
time as possible. It is also recommended that you fly as
close as possible to a populated or lighted area such as
a highway or town. Not only does this offer more
options in the event of an emergency, but also makes
navigation a lot easier. A course comprised of a series
of slight zig-zags to stay close to suitable landing sites
and well lighted areas, only adds a little more time and
distance to an otherwise straight course.
In the event that you have to make a forced landing at
night, use the same procedure recommended for daytime
emergency landings. If available, turn on the landing
light during the final descent to help in avoiding
obstacles along your approach path.
COLLISION AVOIDANCE AT NIGHT
At night, the outside visual references are greatly
reduced especially when flying over a sparsely populated
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