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直升機(jī)飛行手冊(cè) Helicopter Flying Handbook

時(shí)間：2014-11-09 12:30來源：FAA 作者：直升機(jī)翻譯 點(diǎn)擊：次

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Night VFR seeing conditions can be described by identifying high lighting conditions and low lighting conditions.
High lighting conditions exist when one of two sets of conditions are present:
1. The sky cover is less than broken (less than 5.8 cloud cover), the time is between the local moon rise and moon set, and the lunar disk is at least 50 percent illuminated; or
2. The aircraft is operated over surface lighting that, at least, provides lighting of prominent obstacles, the identification of terrain features (shorelines, valleys, hills, mountains, slopes) and a horizontal reference by which the pilot may control the helicopter. For example, this surface lighting may be the result of:
a. Extensive cultural lighting (manmade, such as a built-up area of a city),
b. Significant reflected cultural lighting (such as the illumination caused by the reflection of a major metropolitan area’s lighting reflecting off a cloud ceiling), or
c. Limited cultural lighting combined with a high level of natural reflectivity of celestial illumination, such as that provided by a surface covered by snow or a desert surface.
Low lighting conditions are those that do not meet the high lighting conditions requirements.
Some areas may be considered a high lighting environment only in specific circumstances. For example, some surfaces, such as a forest with limited cultural lighting, normally have little reflectivity, requiring dependence on significant moonlight to achieve a high lighting condition. However, when that same forest is covered with snow, its reflectivity may support a high lighting condition based only on starlight. Similarly, a desolate area, with little cultural lighting, such as a desert, may have such inherent natural reflectivity that it may be considered a high lighting conditions area regardless of season, provided the cloud cover does not prevent starlight from being reflected from the surface. Other surfaces, such as areas of open water, may never have enough reflectivity or cultural lighting to ever be characterized as a high lighting area.
Through the accumulation of night flying experience in a particular area, the pilot develops the ability to determine, prior to departure, which areas can be considered supporting high or low lighting conditions. Without that pilot experience, low lighting considerations should be applied by pilots for both preflight planning and operations until high lighting conditions are observed or determined to be regularly available.
Chapter Summary
Knowledge of the basic anatomy and physiology of the eye is helpful in the study of helicopter night operations. Adding to that knowledge a study of visual illusions gives the pilot ways to overcome those illusions. Techniques for preflight, engine start-up, collision avoidance, and night approach and landings help teach the pilot safer ways to conduct flight at night. More detailed information on the subjects discussed in this chapter is available in the Aeronautical Information Manual (AIM) and online at www.faa.gov.
Chapter 14
Effective Aeronautical
Decision-Making
Introduction
The accident rate for helicopters has traditionally been higher than the accident rate of fixed-wing aircraft, probably due to the helicopter’s unique capabilities to fly and land in more diverse situations than fixed-wing aircraft and pilot attempts to fly the helicopter beyond the limits of his or her abilities or beyond the capabilities of the helicopter. With no significant improvement in helicopter accident rates for the last 20 years, the Federal Aviation Administration (FAA) has joined with various members of the helicopter community to improve the safety of helicopter operations.
According to National Transportation Safety Board (NTSB) statistics, approximately 80 percent of all aviation accidents are caused by pilot error, the human factor. Many of these accidents are the result of the failure of instructors to incorporate single-pilot resource management (SRM) and risk management into flight training instruction of aeronautical decision-making (ADM).

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