直升机飞行员手册直升机操作手册 The Helicopter Pilot’s Handbook

时间：2011-04-05 11:37来源：蓝天飞行翻译 作者：航空 点击：次

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Searching for an overdue aircraft in low light conditions causes lots of problems, and route planning should take account of this. Otherwise, it’s much the same as for day, though there are some aspects that demand some thought. Plot your route on the chart in the normal way, but navigate with electronic aids or features that are prominent at night, such as town lighting, lighted masts or chimneys, large stretches of water (big black holes), aerodromes, motorways, etc.
One of the optical illusions you might come across is the apparent motion of a stationary object which isn't helped by rain on the windscreen. Apart from reducing visibility, it's a particular threat when fixing your position by a single light source. When little or no light is on the surface and a prominent one comes into view, it may seem that the light is above the horizon, which could lead you to pitch into a steep attitude in keeping with the resulting false horizon.
Sometimes the effect is not much more than an uncomfortable climbing sensation even when you're straight and level, but an obscured windscreen could make objects appear lower than they really are. This will be more apparent with high intensity runway lighting, which may also give you the same effect that actors have on stage, where they can't see the audience through the bright lighting. The lack of normal contrast will also upset your altitude perception, making you feel further away and higher than you are. As a result, on a final approach you could find yourself too low and fast. The solution is to use every piece of sensory information you can, including landing lights and instruments. Problems will arise if several of the above factors affect you at once, especially if the landing point is sloping—this is where more frequent cross-referencing of altimeters is important.

Helicopter landing sites must be checked out in daylight on the same day as they are to be used at night. Preflight checks should allow for night flying—carry a torch, and 2 landing lights are preferred. Permission to enter the rotor disc is given by flashing landing lights.
Hovertaxi higher and slower than by day, making no sideways or backwards movements. Great care should be exercised in pointing the Schermuly flares to a safe place at all times (which is admittedly a bit difficult when they're fitted and the fuelling truck pulls up right alongside them). The flares should not be armed at this stage, but at the holding point immediately before take-off and disarmed at the same place after final approach. They should also be disarmed after reaching cruising altitude.
The maximum useful height for discharging a flare is around 1800 feet. Its burn time is 80 seconds, during which time it will fall about 1500 feet. Therefore, having established autorotation after an engine failure at night, the first flare should be discharged immediately, or on passing through 1800 feet, whichever is later. Don't bother doing it before this, as they will be useless. Due to the way the switches work, and depending on the height at which your engine stops, you may not be able to set off more than one flare before landing, but, if possible, the second should be discharged between 800-1000 feet agl.

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