C4801 Discuss Items Flashcards
Dark Adaptation
NFM 9.4:
The procedures for night flying will be essentially the same as those for day flying; however, visual reference and
depth perception are reduced.
Pilots should adapt to night vision prior to any night operations.
FTI:
Night flying is a very important phase of your pilot training. It is another important step in
making you an all-around naval aviator. To accomplish this objective, night flying is conducted
to familiarize the pilot with the techniques and procedures of helicopter night operations. You
will be introduced to VFR navigation, low work, and normal approaches in the night.
The maneuvers at night will follow the same procedural profile as in the daytime. Refer to the
procedures in section four of this publication for your maneuver description and parameters.
This section discusses additional requirements of operating at night.
The techniques learned in daylight can be applied to night flight. However, due to reduced
vision and depth perception, different cues must be used for determining relative position and
speed of the helicopter in relation to the ground. Also, when airborne, more reliance is placed on
flight instruments to maintain a safe flight attitude.
Reference Chapter 8 of Contacts FTI and Chapter 13 of the HFH for more source information
Night Hover Scan
FTI:
Maneuver Description and Technique
1. Difficulty is experienced in maintaining directional control and hovering altitude at night.
When hovering with the searchlight, ground references are available to the front and to a limited
degree to each side of the helicopter. Hover technique during daylight conditions applies when
hovering with the landing light on.
2. When hovering without the aid of the searchlight/landing light, the anti-collision lights
provide the only means of illumination. Although the lighting is not bright, it is sufficient if the
hover is kept at five feet. Under these conditions, a common error is to stare at a point which
tends to induce vertigo. Reference points should be selected both to the front and to the sides of
the helicopter. These references should be selected at varying distances from the helicopter. To
avoid fixation, the eyes should be constantly shifted to scan and identify reference points in all
directions.
- On some helicopters, the shadow formed by the skid from the illumination of the anti-
collision lights provides a good indicator for identifying the altitude of the hover. As the
helicopter ascends, the size of the shadow will become larger and as it descends the shadow will
become smaller. Upon establishing a five-foot hover, reference should be made to the size of the
shadow.
4. When operating with minimum lights at night, a normal tendency is to taxi too fast. This
situation is difficult to overcome when taxiing over sod. Continuous reference must be made to
the side of the helicopter to observe terrain features giving an indication of forward speed. If
taxiing on a runway, the white centerline and runway lights provide a good reference for
determining forward speed.
CAUTION
Avoid fixation on runway centerline or taxi line during takeoff.
This may cause spatial disorientation.
Gouge:
- Anti collision lights provide the only means of illumination
- A common error is to stare at a point which tends to induce spatial D
- Reference points should be selected both to the front and to the side of the helicopter
Night Visual Scan Techniques
Gouge:
- At altitude, more reliance must be placed on flight instruments to maintain airspeed, altitude, and heading.
- Because visual references are limited at night, the common tendency is to over-bank in a turn and raise or lower the nose in a turn when the maneuver is being performed by outside visual references or pilot senses.
- Crosscheck the flight maneuvers instruments when performing night maneuvers at flight altitudes.
Vertigo
Spacial D
- Defined as the inability to accurately orient yourself with respect to the earth’s horizon
- On the ground, the body uses the visual system, vestibular system, somatosensory system, and the auditory system to maintain orientation and balance
- When these sensory systems are used inflight, they are not reliable orientation indicators, especially evident when visual cues are lost or become confusing (night environment/IMC)
Unrecognized (Spacial D Type I)
- Spatial misorientation
- Most dangerous type
- Occurs when you do not realized you are disoriented
- Can happen when focusing on the seat of the pants instead of trusting your instruments
Recognized (Spatial D Type II)
- Least dangerous type
- An effective instrument scan identifies the the spatial disorientation allowing you to safely recover the aircraft
Incapacitating (Spatial D Type III)
- Occurs when you are so disoriented you are incapable of recovering even if it is recognized
- Rarely experienced, documented cases of aircrew being unable to recover due to the overwhelming sensory stimulation
Autokinesis
- Reduction in visual references may cause you to focus your attention on a single light or a group of lights in concentrated area
- When you fixate like this for just a few seconds, a static light will appear to move about
- This illusion can cause the pilot the pilot illusion; avoid starting at a single light
- Landing areas should always be lighted with two or more widely separated lights
False Horizon Illusion
-Sloping cloud formations, obscured horizon, a dark scene spread with ground lights and stars, and certain geometric patterns of ground light can create illusions of not being aligned correctly with the actual horizon
Use of Lights
General
1. Position Lights
a. During runup to flight idle, operate the position lights in the FLASH BRIGHT mode.
b. Turn position lights to STEADY BRIGHT immediately upon reaching flight idle.
c. During shutdown from flight idle, operate the position lights in the FLASH BRIGHT
Mode. Lights should remain on until the rotor blade is stopped and tied down.
- Cockpit Lights
a. During prestart checks, cockpit lights should be adjusted to the lowest intensity level
allowing you to read the instruments.
b. For non-tactical flights above 500 feet, the instrument and panel lights may be
illuminated. As the ambient light level decreases from a twilight condition to
darkness, reduce the intensity of the cockpit lights. The intensity should be adjusted
to the lowest readable level. Reducing the level of intensity of the cockpit lights
minimizes reflection of interior lights off the windscreen.
c. When conducting night flight by reference to instruments, the cockpit lights will be
adjusted to a higher intensity. A loss of night vision will occur under these
conditions. Prior to landings, cockpit lights should be dimmed to enhance your night
vision capabilities for outside references during the landing.
d. The map light may be used to supplement the available light in the cockpit.
Normally, it is used by the navigator/copilot to view maps. During the preflight,
these lights should be checked to ensure that they are operable. Also, the variable
rheostat should be checked to ensure that it is turned to the OFF position.
e. In addition to the aircraft interior lights, a flashlight may be used to provide
illumination within the cockpit. - Anti-collision Lights
a. The anti-collision light shall remain off in the line environment during turnup and
shutdown. The anti-collision light will be turned on upon crossing the hold short line
for takeoff and turned off upon clearing the duty runway on landing.
b. Upon entry into instrument meteorological conditions, the anti-collision light should
be turned off. Operation of the anti-collision light during these conditions tends to
induce distraction and disorientation. - Landing Light/Searchlight
a. The searchlight is normally turned on during all takeoffs and landings from
established airfields when conducting non-tactical training. The landing light or
searchlight may be used when hovering to and from the parking spot. Caution must
be taken to minimize the loss of night vision when flight is to be continued at low
altitude after the lights are turned off.
b. When conducting practice night autorotations, the searchlight is turned on by 200 feet
AGL and left on until termination of the maneuver or execution of a waveoff.
CAUTION
The searchlight may reduce visibility under certain atmospheric
conditions. When these conditions exist, the searchlight should not
be turned on until on final at approximately 200 feet.
c. The searchlight may be used to identify the helicopter position when entering the
traffic pattern. Also, it may be used as a signal to alert the tower controller of radio
failure.
- Radar Altimeter. The radar altimeter shall be set to 300 feet at night on all enroute phases
of flight; it may be set to zero in the landing pattern.
Gouge:
Position Lights
During runup to flight idle, operate the position lights in the FLASH BRIGHT mode
Turn position lights to STEADY BRIGHT immediately upon reaching flight idle
During shutdown from flight idle, operate the position lights in the FLASH BRIGHT mode. Lights should remain on until the rotor blade is stopped and tied down
Cockpit Lights
During prestart checks, cockpit lights should be adjusted to the lowest intensity level allowing you to read the instruments
For non tactical flights above 500’, the instrument and panel lights may be illuminated
Anti Collision Lights
Remain off in the line environment during turnup and shutdown
Will be turned on upon crossing the hold short line for takeoff and turned off upon clearing the duty runway for landing
Upon entry into instrument meteorological conditions, the anti collision lights should be turned off
Landing Light/Searchlight
Searchlight is normally turned on during all takeoffs and landings from established airfield when conducting non tactical training
May be used when hovering to and from the parking spot
When conducting practice night auto’s, the searchlight is turned on by 200’ AGL and left on until termination of the maneuver or execution of a waveoff
Radar Altimeter
The radar altimeter shall be set to 300’ at night on all enroute phases of flight; it may be set to zero in the landing pattern
Visual Approach Slope Indicator/Precision Approach Path Indicator
- VASI installations may consist of either 2, 4,6, 12, or 16 light units arranged in bars referred to as near, middle, and far bars. Most VASI installations consist of 2 bars, near and far, and may consist of 2,4, or 12 light units. Some VASIs consist of three bars,near, middle, and far, which provide an additional visual glide path to accommodate high cockpit aircraft. This installation may consist of either 6 or16 light units. VASI installations consisting of 2, 4, or6 light units are located on one side of the runway,usually the left. Where the installation consists of12 or 16 light units, the units are located on both sides of the runway.2.Two−bar VASI installations provide one visual glide path which is normally set at 3 degrees.Three−bar VASI installations provide two visual glide paths. The lower glide path is provided by the near and middle bars and is normally set at 3 degrees while the upper glide path, provided by the middle and far bars, is normally 1/4 degree higher. This higher glide path is intended for use only by high cockpit aircraft to provide a sufficient threshold crossing height. Although normal glide path angles are three degrees, angles at some locations may be as high as 4.5 degrees to give proper obstacle clearance.Pilots of high performance aircraft are cautioned that use of VASI angles in excess of 3.5 degrees may cause an increase in runway length required for landing and rollout.3.The basic principle of the VASI is that of color differentiation between red and white. Each light unit projects a beam of light having a white segment in the upper part of the beam and red segment in the lower part of the beam. The light units are arranged so that the pilot using the VASIs during an approach will seethe combination of lights shown below.4.The VASI is a system of lights so arranged to provide visual descent guidance information during the approach to a runway. These lights are visible from 3−5 miles during the day and up to 20 miles or more at night. The visual glide path of the VASI provides safe obstruction clearance within plus or minus 10 degrees of the extended runway center line and to 4 NM from the runway threshold. Descent,using the VASI, should not be initiated until the aircraft is visually aligned with the runway. Lateral course guidance is provided by the runway or runway lights. In certain circumstances, the safe obstruction clearance area may be reduced by narrowing the beam width or shortening the usable distance due to local limitations, or the VASI may be offset from the extended runway center line. This will be noted in the Chart Supplement U.S. and/or applicable notices to airmen (NOTAM)
The precision approach path indicator (PAPI) use slight units similar to the VASI but are installed in a single row of either two or four light units. These lights are visible from about 5 miles during the day and up to 20 miles at night. The visual glide path of the PAPI typically provides safe obstruction clearance within plus or minus 10 degrees of the extended runway center line and to 3.4 NM from the runway threshold. Descent, using the PAPI, should not be initiated until the aircraft is visually aligned with the runway. The row of light units is normally installed on the left side of the runway and the glide path indications are as depicted. Lateral course guidance is provided by the runway or runway lights.In certain circumstances, the safe obstruction clearance area may be reduced by narrowing the beam width or shortening the usable distance due to local limitations, or the PAPI may be offset from the extended runway center line. This will be noted in the Chart Supplement U.S. and/or applicable NOTAMs
Helicopter Procedures at Night
Gouge:
Comply with Figure 3-1 for all night lighting configurations.
VFR lost coms- Position flash/brt; searchlight -ON
All aircraft shall taxi to and from the duty runway and the flight line via the hub.
-Aircraft shall not taxi through the flight line without an operating searchlight or landing light. Aircraft without an operating searchlight or landing light shall taxi to the maintenance spots.
-Adjust the searchlight when entering the flight line to avoid blinding ground personnel.
-Low work may be conducted on Mat Alpha, Mat Bravo (NVD only, Tower approval required), or any of the lighted pads. Aircraft conducting low work shall monitor South Tower and squawk standby. A maximum of three (3) aircraft are permitted to perform low work.
-The night pattern is the same for the duty runway and the lighted pads in use.
-Aircraft shall squawk standby in the pattern.
-Refer to Appendix B for communication procedures.
-Night takeoffs and landings shall only be made to the duty runway (to include helicopter spots located on the duty runway), or a lighted pad.
-During night operations, pilots should request landing to an appropriate helicopter spot on the duty runway to the maximum extent possible.
-Night takeoffs and landings to a lighted pad shall be made using the duty runway heading. When RWY 5 or 23 is active, Pads B, C, D, E, and F are available.
-When RWY 14 or 32 is active Pads A and B are available.
-At the discretion of the pilot in command when RWY 14 is in use, aircraft may depart from Spot 1 with tower approval. Instrument -Takeoffs (ITOs) shall not be conducted from Spot 1 at night when Runway 14 is in use.
-Instrument approaches to RWY 32 have priority over IFR departures from RWY 14. Departing IFR aircraft may be asked to hold position or be denied takeoff when RWY 14 is in use an instrument approaches to RWY 32 are in progress.
Night Lights General Operations -Position On 30 min before sunset until 30 min after sunrise or at any time when cockpit prevailing visibility is <3 statute miles -Anti Collision lights-ON from Engine Start to Shut Down -Searchlight/Landing Light-as required KNDZ OPS -Engine start/shutdown position-FLASH/BRT (STDY/BRT-at or above flight idle) -Anti collision-OFF -Taxing in the line environment: searchlight/landing light-ON -Crossing Hold Short for Departure -Anti Collision-ON
Note
Per reference (a), anti collision lights may be secured any time their use adversely affects ground operations, or anytime the aircraft is in the clouds. During NVD operations, the anti collision lights, landing light and search light may be secured anytime the pilot in command determines that it would be in the interest of safety to turn the lights off
Low work/hovering with any combination of anti collision lights, position lights, landing light or searchlight off shall only be performed in the low work area of NOLF Santa Rosa or at Mat Alpha, Mat Bravo (with Tower approval)
Night Course Rules
Santa Rosa
Night ops
- Unaided aircraft may operate at Santa Rosa on a not to interfere basis with NVD aircraft. Mixed pattern operations (NVD and unaided aircraft) are prohibited. Unaided aircraft shall depart without delay when an NVD aircraft reports “inbound”
- 6 aircraft may operate at NOLF Santa Rosa, 3 per side
- Field has two lighted landing spots for use at night. One lighted spot is located in the grassy area just northwest of the intersection of RWY 09/27 and 18/36.
- The second lighted spot is located in the grassy area just north of the maltese cross/intersection of closed rwy’s 5/23 and 14/32
- Unaided aircraft shall not taxi off of the lighted landing spots
- Pattern entry is made by splitting the field over the lighted lineup line located along the runway aligned with the course in use
- Pattern entry shall be made by splitting the field directly over the gravel line for course 090/270 or over the eastern edge of RWY 18/36 for course 180/360
Duke
-Eglin AF auxiliary field 3 (Duke field)
-Elevation 193’ MSL
-Located approx. 5 NM south southeast of the town of Crestview
-Normal traffic pattern is flown on the westside of the runway
-Additional information is listed in the FLIP En Route supplement and Eglin Air Force Base instruction
-Number and type of aircraft allowed in the pattern will be determined by the control tower, as the situation dictates
-Helicopter traffic pattern downwind is 700’ MSL, 70 KIAS, traffic permitting
-Rectangular closed patterns, which allow aircraft to remain in the normal traffic flow during successive patterns without exit and re-entry, are authorized
-The use of such patterns will be at the discretion of the control tower in the interest of safe and orderly traffic flow
Crosswind shall be flown at or beyond the departure end of the runway
Hazards
- C-130’s routinely fly. At night the C-130’s may be operating on NVD’s with the navigation and strobes lights off. They will make periodic position reports on 121.95
- Remain well clear of R-2915A and McCutchan Airport
- Do not overfly the sewage plant, test cell facility or ammo load area
- Avoid the large white hangar west of taxiway B and the ammo load area located in the northwest corner of the field
- Helicopter pilots shall contact Duke Tower for pattern entry. -Tower frequency (133.2/290.45) shall be monitored during all operations. Pilots are required to maintain their own separation
- Simultaneous helicopter operations are authorized on the runway with the following provisions
- Only 3 helicopters may be on the runway simultaneously
- Land at the approach end, 4000’ remaining marker or the departure end of the runway
- Helicopters shall maintain appropriate VFR separation from preceding helicopters
- In the event of an emergency, helicopter traffic may be directed to enter a racetrack pattern west of the field to facilitate emergency aircraft recoveries
- In the event of radio failure in VMC, helicopters shall approach the field with landing lights on. Remain clear of observed conventional and jet aircraft patterns and watch for tower light gun signals
- Night helicopter operations may be conducted to the lighted runway
- Practice autorotations shall be conducted to the duty runway with tower approval (day or night operations). Tower clearance is required prior to climbing above normal traffic pattern altitude
Communications:
- Aircraft shall request clearance for downwind
- Mixed TH-57/T-6 operations are authorized at Duke Field. The number of aircraft will normally be restricted to 5 when one or more is a T-6
- Helicopters must be at least 6000’ down the runway or turning crosswind prior to a T-6 crossing the landing threshold
- Hover operations, when approved by Tower, normally use taxiway A or that portion of the parallel taxiway north of Taxiway D
- VFR departures should advise tower of last pattern. Depart the traffic pattern to the northwest at 700’ MSL, 100 KIAS to join HWY 85 located 1.5NM west of the field
Course Rules from South Whiting
- At night, from Point FISH, climb to 1300’ MSL, 100 KIAS and proceed east. Once clear of the Class C airspace, switch the UHF radio to NOLF Harold, switch VHF to Eglin Approach (124.05), and change the squawk to 1200
- Remain north of hwy 90 eastbound to remain clear of R-2915A, and proceed towards the community of Harold
- Approaching Harold, report “Harold, inbound to Duke” to Eglin Approach. After crossing the CEW R-180 (old lumber mill), proceed direct to point ROCK. if eglin approach has not already directed a switch to DUKE tower, inbound aircraft shall request the frequency change and report, “Point ROCK inbound” to Duke Tower. Descend to pattern altitude and complete the landing checklist
- Point Rock is the intersection of hwy 85 and I-10
- Adjust to pattern airspeed just prior to pattern entry
Course rules from other than South Whiting Field
-Contact Eglin Approach (124.05) and state position and intentions. Unless directed to proceed otherwise, join the course rules specified where appropriate from a perpendicular heading
Departures
- Proceed north along HWY 85 to the Shoal River Bridge. Turn 320 heading and report “Shoal River Bridge Clear” climb to 1100’ MSL, and proceed NW of I-10
- Contact Eglin Approach on 124.05/393.0 and state intentions
Course rules to south whiting
- Aircraft returning to KNDZ shall continue northwest, until reaching hwy 90, then turn westbound to fly north of HWY 90 until reaching point RACETRACK
- At racetrack, descend to 700’ MSL during the day and 1100’ MSL at night
- Abeam hotel, aircraft shall turn to intercept I-10 westbound, advise Santa Rosa ADO of intentions, then continue for a VERTOL or ECHO arrival
- Alternatively, aircraft may track the CEW 240 radial to point Juniper (CEW 240/12.8 DME) proceed to point Juniper at 900’ MSL and 100 KIAS, then follow the procedures specified for juniper arrival
Choctaw
- Elevation 111’ MSL
- 360/180 rwy- 8000’x150’
- 8000’x75’ foot parallel taxiway
- Tower controls class D airspace only, remain clear of Pensacola Class C airspace unless in radio contact with the appropriate ATC
- Max of 6 aircraft may operate, no priority for type of aircraft or event
- Traffic pattern entry shall be made from the north or south, per Tower’s direction
- All aircraft operating at NOLF Choctaw shall be under positive control of the tower when the tower is operating
- Normal helicopter pattern may be flown to the duty runway or the parallel taxiway
- Normal helicopter downwind pattern is flown east of the runway at 500’ AGL and 70 KIAS. a west pattern may be flown, regardless of runway, if there are no fixed wing aircraft operating
- Fixed wing downwind shall be flown west of the runway, regardless of the runway in use at 1000’ AGL
Course Rules from Whiting
-From Point Fish, turn right to intercept the NE corner of Tower 438 field
-When abeam Tower 438, report “tower 438 for the East Bay” to Santa Rosa ADO
-From Tower 438, turn right to follow I-10 to Point Echo, remain at 900’ MSL
-Upon reaching Point Echo, call clear with Santa Rosa ADO
Change UHF to manual 259.25 for Choctaw Tower (ADO for NVD ops), and report “5 miles to the north, inbound”, complete the landing checklist, remaining at 900’ MSL
Course rules from Santa Rosa
-Make a normal departure from Santa Rosa and proceed to Point Echo
-At Point ECHO, call clear with Santa Rosa ADO. Change UHF to manual 259.25 for Choctaw, and report “5 miles to the north, inbound”, complete the landing checklist, remaining at 900’ MSL
Descend to
Departures
- All departing aircraft shall report “departing” maintain 700’ MSL, and proceed on heading 360, report clear of Class D
- Maintain 700’ MSL and proceed to Point ECHO. at point ECHO climb to 900’ MSL and continue inbound following the procedures specified
Emergency Procedures
- Emergency procedures for the day and night flight are the same.
- The time required to respond to an emergency condition will normally be longer at night
- This is due to an increase in psychological stresses and reduced vision within the cockpit at night
- Know the locations of all the controls and switches within the cockpit and the E.P.s
- Particular attention to detailed cockpit duties should be covered in the preflight briefing
- If there is any questions in your mind as to who is going to do what after brief-ask questions
Landing Site Evaluation at Night
- Every attempt should be made to become familiar with the terrain over which night flights are made
- If an emergency autorotative landing is necessary, normal daylight procedures is followed, using the landing light to observe obstructions and select a landing area
- To afford a choice of landing points during night auto’s, prescribed airspeed is maintained until terrain detail becomes discernible
- If power available, descend with power using the landing light to identify a safe landing area
