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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(lái)源：FAA 作者：直升機(jī)翻譯 點(diǎn)擊：次

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Training, planning, and preparation are a pilot’s best defenses for avoiding CFIT accidents. For example, take some time before takeoff to become familiar with the proposed flight and the terrain. Avoidance of CFIT begins before the helicopter departs the home location. Proper planning, including applied risk mitigation must occur before the aircraft is even started. Thorough assessment of terrain, visibility, pilot experience and available contingencies must be conducted. If necessary, delay or postpone the flight while on the ground. The decision to abort the flight is much easier to make in the planning room than in the air. In case conditions deteriorate once in flight. Have contingency options available.
While many CFIT accidents and incidents occur during nonprecision approaches and landings, great measures have been taken to improve instrument training, equipment and procedures. For the qualified pilot, instrument flight should not be avoided, but rather, trained as a viable option for safely recovering the aircraft. Like any other training, frequent instrument training builds confidence and reassurance.
Good instrument procedures include studying approach charts before leaving cruise altitude. Key fixes and airport elevation must be noted and associated with terrain and obstacles along the approach path. Pilots should have a good understanding of both approach and departure design criteria to understand fully the obstacle clearance margins built into them. Some pilots have the false belief that ATC provides obstacle clearance while en route off airways. The pilot is ultimately responsible for obstacle clearance.
Altitude error is another common cause of CFIT. Cases of altitude error involve disorientation with respect to the NAVAID, improper transition on approach, selecting the wrong NAVAID, or just plain lack of horizontal situational awareness. Today’s modern aircraft have sophisticated flight directors, autopilots, autothrottles, and flight management systems. These devices make significant contributions to the overall safety of flight, but they are only machines that follow instructions. They do whatever is asked of them, even if it is wrong. When commanded, they unerringly follow instructions—sometimes straight into the ground. The pilot must ensure that both vertical and horizontal modes are correct and engaged. Cross-check autopilots constantly.
When automated flight equipment is not available, great care must be taken to prepare properly for a night flight. SRM becomes more challenging under the cover of darkness and caution should be exercised when determining what artificial light source to use inside the aircraft. A light source that is too bright will blind the pilot from seeing outside obstacles or rising terrain. Certain colored lenses bleach out symbols and markings on a map. Conduct this planning on the ground, in a dark room if necessary, before the actual flight.
Pilots must be even more conservative with their decision-making and planning when flying at night. Flying becomes more difficult due to the degradation of our sensory perception and the lack of outside references. Beginning with preflight, looking over the helicopter with a flashlight can cause pilots to miss even the smallest discrepancy that they would easily see during the day. For example, failing to remove one or all if the tie downs and attempting to take off would probably result in a dynamic rollover accident. Whenever possible, preflight inspection should always be conducted during the day or in a lighted hangar. Depth perception is less acute; therefore, hover height should be increased to avoid contact with obstacles and hover speed should be reduced. Weather conditions can be very deceptive and difficult to detect in flight under night conditions. On a low-illumination night, it is easy to fly into clouds without realizing it before it is too late to correct.
Due to the number of recent CFIT night accidents, the NTSB issued a safety alert in 2008 about avoiding night CFIT accidents. That alert included the following information:

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