Night Fam

The Night contact flights are often not flown back to back so since you are likely to need to review the 4801 items before your 4802 flight they are presented here on the same page.

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 * Take a look at N0202 (the second navigation CAI) prior to this flight, it has much of the information below and then some. Also most of this stuff is straight out of chapter 8 in your contact FTI.

These flights are somewhat non-standard. Duke is a valid option, but generally considered to be too far away and too much of a hassle to use for a 1.5hr flight. Chocktaw is utilized by NVD ops, and generally not available since mixed NVD/non-NVD ops are prohibited. Typical flights may utilize the Hospital route (ask your IP about it), Pensacola Regional, Sherman Field or if your IP is really boring, you may simply stay in the pattern at Whiting. While staying in the pattern probably gets you the best training in terms of improving your low work and approaches, the Hospital route is a lot more fun.

Image size:
An aircraft seen at a long distance looks like a dark dot, not a small aircraft! Aircraft detection differs from day and night conditions. During the day, the further from the fovea (center of vision) the object falls, the larger the image must be to be noticed. Under night conditions, an object must fall on the peripheral vision to be detected (fovea is not a “blind spot”). Dim objects disappear when looked at directly, yet “reappear” when looking slightly to the side.

Luminance and contrast:
The terms basically mean the same thing. An object will only be visible when it is sufficiently brighter or darker than its background (i.e., there is significant contrast!). Differences in brightness, contrast, color, and shape offer clues to the presence of aircraft. When an object contrasts with background (i.e., yellow against blue, black against white, etc.), or when an object is long and thin versus round and flat, it is easier to detect. An aircraft seen “longside” is easier to notice than a head-on aircraft of equal area.

Darkness adaptation:
The human eye requires at least 30 minutes, sometimes longer, in dark conditions to regenerate the rhodopsin (visual purple) necessary for night vision. Conversely, once eyes have dark adapted, time is needed for them to adjust to bright light. Exposure to bright sunlight before a night mission will degrade night vision. In fact, it only takes about 10 seconds for all adaptation to be lost in bright light. You can help protect the limited vision you do have by wearing sunglasses with 100% UV shielding during daylight hours. Do not stare at a spot, but scan the vicinity of the sky in which you believe the object to be located.

Motion:
When traveling across a stationary, irregular background, an aircraft need only move a few minutes of arc per second to reveal its presence to an alert observer. Against a featureless background (i.e., a cloudless blue sky), the aircraft’s perceived motion must be 10 minutes faster to be noticed. Detection of relative motion is further complicated by the fact that the eyes themselves are constantly moving.

Often you will be unable to see anything of the aircraft ahead except its tail light or strobe lights. In such cases, it will be difficult to judge distance, since the only criterion for judgment will be changing intensity at changing distance; therefore, you will have to check its movement in relation to known referenced to ascertain relative movement. Ordinarily, you can judge distance and relative motion by the distance between two lights on the same aircraft.

Exposure time:
The eye requires roughly 1/3 of a second to focus on an object. Your airborne searching scan should be slow and methodical. Learn to scan the visual field by dividing the area up into sectors, about 30 degrees each. Fix your gaze in that sector for a second or two, investigate for any movement, then move to the next sector. Total darkness, fog, total overcast, or cloudless skies all present the crewmember with a monotonous field. Under such conditions, the eyes will naturally try to focus on infinity by actually focusing on a point 1-3 meters away. This is known as “search myopia” and will reduce the chances of you spotting an aircraft.

Focus on objects at the maximum range you expect to see aircraft—allow your eyes to focus on the terrain out in front at about 4-8 NM, then begin your scanning. Avoid, as much as possible, frequency refocusing in and out of the cockpit.

The Bottom line:
As your eyes become fatigued, effective scanning becomes difficult. Only well rested eyes can ensure good vision. Structural parts, windshield/canopy distortion, poor cockpit lighting, and instrument glare can limit a person’s vision. Make your windshield spotless!!!

You are more likely to detect an aircraft…
 * (1) 	The LARGER it is.
 * (2) 	If it falls on your CENTRAL vision during DAYLIGHT hours. During EVENING hours, PERIPHERAL vision may pick it up better.
 * (3) 	The more it CONTRASTS with the background.
 * (4) 	The FASTER it moves (up to a certain point)
 * (5) 	The more ADAPTED your eyes are. It takes about 10 sec to adjust from dark to bright conditions, and about 30 minutes to dark adapt.
 * (6) 	The longer it remains in your field of view.

Emergency Procedures
Emergency procedures for day flight and night flight are the same; however, the time required to respond to an emergency condition will normally be longer at night. This is due to the increase in psychological stresses and reduced vision within the cockpit at night. To minimize time delays in executing the required emergency procedures at night, you must know the location of all the controls and switches within the cockpit and the emergency procedures.

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 procedure is followed, using the landing light to observe obstructions and select a landing area. To afford a choice of landing points during night autorotation, prescribed airspeed is maintained until terrain detail becomes discernible. If power is available, descend with power using the landing light to identify a safe landing area.

Landing Site Evaluation at Night
At night, in regards to the criteria for landing, (ie. land as soon as possible), the sna should take into consideration, the point at which a "safe" landing can be made. You may not be able to guarantee a safe landing in some situations where you may have been able to otherwise during the day. Also don't forget general NATOPS landing site evaluation criteria (17.6.2) 1. Height of obstacles that determine the approach angle 2. Size and topography of the landing zone (harder to evaluate at night) 3. Possible loss of wind effect 4. Power available 5. Departure route

Use of Lights
During starts after sunset, the anti-collision light will remain OFF in the line enviornment in accordance with the checklist and the position lights will be turned on FLASHING BRIGHT in the checklist at LIGHTS: as desired. When Nr is stable at flight idle, turn the position light selector switch to the STEADY Mode.

During shutdown, just prior to securing the engine the position lights shall be turned to FLASHING BRIGHT and the battery left ON until the main rotor has stopped.

The use of the search/landing light is required during normal approaches. The lights shall be turned on in the straightaway. Landing lights will normally be used during all taxiing at night, but should be utilized with consideration and discretion. Searchlight may be used to identify the helicopter position when entering traffic. Also used to signal the tower controller of a radio failure

Helicopter Procedures at Night

 * 1. Preflight: Check all lights
 * 2. Position flashlight to shine on instrument panel in case of instrument light failure.
 * 3. Normal/Recover Switch - Recover (search light is on the non-ess bus and is needed to identify landing areas in case of eng failure)

Minimum Equipment for Night
 * 1.	All Exterior lights
 * 2.	All Instrument and Circuit Breaker panel lights
 * 3.	Operating Communications Radio
 * 4.	Attitude Gyro
 * 5.	Radar Altimeter

Chapter 5 (5.5.1) of NATOPS also states that a signaling device shall be carried for all night flights and for all flights over water or sparsely populated areas. 5.5.3 Night and Instrument Flights states "A flashlight shall be carried in the aircraft

Night Hover Scan

 * 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. Normal technique for a hover during daylight conditions apply 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.
 * 3.	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 that will give 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.

Vertigo
A feeling of dizziness and disorientation caused by doubt in visual interpretation of your attitude is often experienced at night from lack of a well defined horizon. The period immediately after takeoff, leaving a well lit runway and entering complete darkness, brings on this feeling of disorientation. Trust and use your attitude gyro.

To prevent unsafe situations during flight when the flying pilot is possibly experiencing vertigo / disorientation, both pilot and co-pilot must strive to maintain situational awareness. Aircrew must maintain an accurate perception of the external environment, and detect situations early that require action.

Three types of Spatial Disorientation:
 * Type I.  Unrecognized (worst)
 * Type II. Recognized (least)
 * Type III. Incapacitated

Whiting Field

 * 1.	 All takeoffs and landings shall be made to the duty runway or illuminated helicopter landing pads A-E. Clearance must be obtained from tower prior to entry into the homefield bounce patterns. The night patterns are oriented so that the upwind turn is away from the tower and are flown at 700 feet MSL. You must request permission for takeoff, clearance for turns downwind will be authorized by tower, and you must (as always) request permission to land. If more than one person is doing pattern work, the radios will get clobbered quickly--make your calls early. If the tower issues clearance for a "closed pattern," no voice reports are required while executing touch-and-go landings. Night practice autorotations at homefield shall be executed only to a lighted runway and are limited to either 90 or straight-ins. Aircraft must request a practice autorotation then climb to appropriate altitude on downwind. Aircraft shall then report when "in position" and tower will grant clearance for the autorotation. Pattern airspeed shall be 70 KIAS downwind. Intended point of landing shall be in the upwind half of the duty runway, if possible. In order to facilitate a smooth traffic flow, stop and go landings will not normally be granted.
 * 2. 	Restrictions on night flights are contained in the appropriate NATOPS manuals.
 * 3. 	Aircraft shall taxi for takeoff to the runway in use via THE HUB. Upon close-out, aircraft shall return to the line area via THE HUB. Outbound aircraft have the right-of-way.
 * 4. 	TH-57B aircraft returning via SPOT 1 should, upon clearing SPOT 1, switch their position lights to Flashing Bright to indicate their desire to land on F, G, or H lines. Once the lineman's attention is received, position lights should be returned to steady.
 * 5. 	Low work shall be conducted on Mat ALPHA or pads A-E. Aircraft may enter Mat ALPHA via SPOT 1 or SPOT 5. Aircraft in the low work area shall monitor tower frequency. No more than three aircraft are authorized to use South Mat simultaneously.
 * 6.	Aircraft that require maintenance troubleshooting shall switch their position lights to indicate the type of aircraft and flash their searchlight on and off to indicate intentions to land on the maintenance spots.
 * 7. 	Aircraft shall not taxi through the line environment without an operational searchlight or landing light. Aircraft without searchlight or landing light shall utilize an appropriate spot for landing prior to the first spot on any of the designated lines so as not to interfere with the taxi patterns.
 * 8. Once Whiting has transitioned to night ops (runway/taxi lights are turned on) spots will no longer be used, instead you will takeoff and land either on pads A-E, or on a specified third of the duty runway.  Usually you will use mid-field for initial takeoff and full-stop landings, and the pads for pattern work.  First third = 0-2000', mid-field = 2000-4000', final third = 4000-6000'.  Use the runway remaining markers to ensure you're where you're supposed to be.

NOTE:
 * 1.	Adjust searchlight to avoid blinding taxi directors.
 * 2.	Beware of personnel on foot transiting the line environment and hot seat area.


 * 8. 	During ground and hot refueling operations, flashing the landing light on then off signals the ground crew to enter or exit the rotor arc.
 * 9.	All aircraft shall place position lights on flashing bright during starts and shutdowns to signal a below flight idle RPM status. No aircraft shall taxi by another aircraft whose lights are in a flashing mode.
 * 10. 	Aircraft that wish to taxi other than depicted on the Figure below should state their request to Tower Control, "South Whiting Tower, Factoryhand 069 request taxi from MAT ALPHA to my line for shutdown."
 * 11. 	During night operations, leave anti-collision lights off during start-up and taxiing. Anti-collision lights shall be turned on when taxiing onto the duty runway. When taxiing off the duty for the fuel pits or line environment, secure the anti-collision lights.
 * 12.	Night taxi patterns are the same as the day taxi patterns.
 * 13.	Practice cut-guns and full autorotations are prohibited at night.
 * 14. 	Power recovery autorotations shall be performed only to lighted runways at airfields with military crash crews on duty.
 * 15.	Night low level BI operations in the East Bay area are prohibited.
 * 16. 	Duke Field and South Whiting Field are approved for practice night FAM maneuvers in the local area. Bob Sikes and Pensacola Regional may be used on a not-to-interfere basis.
 * 17. 	Taxiing into a spot at night shall be straight-in only. Sliding at night is prohibited.
 * 18.   Pensacola Regional (KPNS) shall not be used after 2100 local due to noise abatement (inst approaches excluded)

DUKE FIELD
Duke is located on EGLIN AIR FORCE BASE (Field elevation, 193 feet)

General.
Eglin Air Force Auxiliary Field 3 (Duke Field), is located in the Eglin AFB North-South corridor, approximately 4 NM south of Interstate 10 (138R /18.4 DME from Crestview VORTAC). Duke Field utilizes a single runway, 18/36, with a normal traffic pattern oriented toward the tower. Runways 13/31 and 06/24 have been resurfaced but are not authorized for landing traffic. Runway 18/36 is 8000 feet long, 150 feet wide and has a 550 foot overrun at each end. Airfield lighting includes high-intensity runway lights, and VASI for both runways. Runway 36 has no approach lights. Taxiway 1, 2, and 4 are 50 feet wide. Taxiway 3 is 200 feet wide. Normal field operating hours are 1500Z-0600Z daily except holidays. The number of aircraft allowed in the pattern, excluding the East Transition Area will be determined by the control tower, as the situation dictates. Additional information is listed in the FLIP-Enroute Supplement. (See figure 4-17.)
 * 1 . 	Pattern altitude. The helicopter traffic pattern is established at 700 feet MSL (field elevation 193 feet) and flown east of the field.
 * 2. 	Pattern airspeed. Recommended pattern airspeed, traffic permitting, is 70 KIAS.
 * 3. 	Closed pattern. 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. All closed patterns shall be flown in the same direction and at the same altitude as the standard patterns for that runway and type aircraft. The crosswind leg shall be positioned at or beyond the departure end of the runway (unless deviation is obtained from the control tower).
 * 4. 	Traffic pattern
 * a.	Runway 18 - Right traffic.
 * b.	Runway 36 - Left traffic.
 * 5. 	Frequencies. Aircraft shall utilize UHF frequency 338.7 to the maximum extent possible when working with Duke Tower.

SOUTH FIELD DEPARTURES TO DUKE

 * 1. 	VFR Departures. VFR departures to the east shall utilize a POINT ABLE departure. After takeoff, all aircraft shall climb to 900 feet MSL. Upon reaching 900 feet MSL, accelerate to 100 KIAS and proceed to POINT ABLE. Turn to a course of 130 toward Highway 90. Upon reaching the Blackwater River, switch to the appropriate frequency. After arriving at Highway 90, turn east to parallel the highway.
 * 2. 	En Route. After passing the community of Harold, climb to 1300 feet MSL and 100 knots remaining one mile north of Highway 90. Contact Eglin Approach on 124.05/389.1 and report "Navy XE-XXX, Harold, proceeding east on Highway 90 to Duke Field." After crossing the CEW 180N radial, proceed on course to POINT ROCK, the entry point for Duke Field. POINT ROCK is defined as the intersection of Highway 85 and Interstate 10 (134R/ 8.5 DME from channel 106). Switch to Duke Tower on 133.2 VHF/338.7 UHF and report, "POINT ROCK inbound."

NOTE: Remain well clear of restricted area R-2915A and McCutchan Airport.


 * 3. 	Special VFR Departures. SVFR departures to the east shall utilize POINT FISH. After takeoff, all aircraft shall remain at or below 700 feet MSL and proceed direct to POINT FISH. Report "POINT FISH" outbound," and proceed to Highway 90 on a course of 130. After arriving at Highway 90, report "Highway 90 clear," and turn to an easterly heading to parallel the highway until reaching the community of Harold.

DUKE FIELD OPERATIONS

 * 1. 	Helicopter VFR training missions (including external cargo sling) are authorized in the East Transition Area at Duke Field (see figure). This area is bordered by runway 18/36 on the west, closed runway 13/31 on the north, the tree line on the east and the airport boundary on the south to include closed runways and cleared areas.
 * 2. 	Helicopter pilots shall contact the Duke Control Tower for clearance into or departure from the East Transition Area. Tower frequency (338.7 UHF/133.2 VHF) shall be monitored during all operations. No more than four (4) helicopters may utilize the East Transition Area at any one time. Once in the area, pilots are required to maintain their own separation from other helicopters and clearance for successive approaches is not required.
 * 3. 	Traffic patterns in the East Transition Area shall not be flown within 600' of the east edge of runway 18/36 without prior tower clearance. While operating in this area, avoid the sewage treatment plant and test cell facilities at low altitude. Additionally, the wind sock located in the center of the East Transition Area is unlighted. Sliding landings or power-off autorotations are prohibited to the asphalt surfaces within this area.
 * 4. 	Simultaneous helicopter operations are authorized on the runway with the following provisions:
 * a.	Only three (3) helicopters will be on the runway simultaneously.
 * b.	The landing areas are defined as the approach end of the runway, the 4000-foot remaining marker, and the departure end of the runway.
 * c.	The succeeding helicopter must maintain the appropriate VFR separation from the preceding helicopter.
 * 5. 	The ammo load area (see figure 4-17), located in the northwest corner of the field shall be avoided at all times.
 * 6. 	In the event of aircraft emergencies, helicopter traffic will be directed to enter a racetrack pattern east of the field to facilitate disabled aircraft recoveries.
 * 7. 	In the event of radio failure in VFR conditions, helicopters shall approach the field with landing lights on. Remain clear of observed conventional and jet aircraft patterns and watch for ALDIS light signals from the tower.
 * 8. 	Duke Control Tower will perform the following:
 * a.	Provide initial clearance to and from the East Transition Area.
 * b.	Ensure advisories on any missions that would cancel helicopter operations.
 * c.	Advise the crash station to stand by for helicopter operations.
 * d.	Advise helicopters of changes in weather, wind and altimeter; vehicles and personnel entering landing area; and the tower closing hour.
 * 9. 	Night operations shall be conducted to the lighted runway or established helicopter landing pads when portable lights are in place and illuminated.
 * 10. Practice autorotations shall be conducted in the East Transition Area (day only) or to the active runway with tower approval (day or night operations). Tower clearance shall be obtained prior to climbing above normal traffic pattern altitude.
 * 11 . Terminology for Duke Field operations shall include the following:
 * a.	For crosswind turns, request, "(Call sign) for downwind." Tower will respond with either, "Downwind approved," or "Right/left closed traffic pattern approved, report Base."
 * b.	After commencing the base leg turn from the 180 position, report "(Call sign) base leg with the gear" or (Call sign) base leg.", If the additional phrase of with the gear" is not added by the pilot, Air Force regulations require a mandatory tower response of "Check wheels down, cleared to land."
 * c. 	To request a particular maneuver where overflying the approach end of the runway is not desired, state, "(Call sign) request short approach." Tower response should be, traffic permitting, "Short approach approved. "
 * d. 	To request a practice autorotation to the duty runway at night, state, "(Call sign), right/left base for a practice autorotation."
 * 12. 	Mixed helicopter/T-34 operations are authorized at Duke Field. The number of aircraft will normally be restricted to five (5) when one or more is a T34. Helicopters must be airborne and at least 6000 feet down the runway or turning to avert conflict prior to the T-34 crossing the landing threshold.
 * 13. Hover operations, when approved by Duke Tower, helicopters will normally use taxiways 1, 2, or that portion of the parallel taxiway north of taxiway 2. NOTE: Aircraft will remain clear of the area known as the "upload area" located west of taxiway 1.
 * 14. For VFR departures, advise tower of last pattern (example: "Eightball 123 turning base last pattern), depart the traffic pattern -zo the west (maintain pattern altitude) to join Highway 85 located 1 1/2 NM west of the field. Proceed northwest along Highway 85 to the Shoal River Bridge (143R/9.6 DME from channel 106) and turn to a heading of 3200. Proceed northwest to Interstate 10 and report, "(Call sign) Shoal River bridge, clear." (See figure 4-23.) When clear, maintain 700 feet MSL, contact Eglin Approach on 124.05/393.0 and state intentions.

INBOUND CHANNEL TO SOUTH WHITING FIELD.
After departing Duke Field, parallel Highway 90. One mile north at 1200' MSL and 100 KIAS until reaching the town of Galliver then climb to 1300' MSL, with landing searchlight on. Proceed westbound until one NM east of the community of Harold. Switch to ATIS or Tower to determine if South Whiting is operating VFR or SVFR. Proceed inbound in accordance with applicable course rules for conditions.

NOTE: If a SVFR entry through POINT JUNIPER is not possible due to weather, proceed west along Interstate 10 past the community of Harold and call South Whiting Tower prior to reaching POINT ECHO for SVFR entry. When proceeding to POINT ECHO from Harold use caution approaching NOLF Santa Rosa for traffic operating there and when abeam, climb to 900 feet MSL.

Choctaw
CHOCTAW
 * From Fish proceed south along east side of Tower 438 Field to I-10 then to point ECHO.
 * Once clear of Santa Rosa, switch to Choctaw Tower (380.8)
 * “Choctaw Tower, (call sign), 5 miles to the north, inbound”
 * Perform landing checks and proceed to Choctaw at 900’ MSL.
 * Descend to pattern altitude south of the Yellow river.


 * Departures to north shall proceed straight out from RWY 36 or from the downwind from RWY 18.
 * Remain at 700’ MSL until intercepting course rules to Point ECHO.

VASI/PAPI
VASI (Visual Approach Slope Indicator): PAPI (Precision Approach Path Indicator): 2 red 2 white = correct glideslope 4 white = youre too high 4 red = your too low
 * Visible from 3-5 miles during day, up to 20 miles at night.
 * Provides safe obstruction clearance within plus or minus 10 ° of extended runway
 * Most installations consist of 2 bars, near and far, providing 3 degree glide path.
 * Red over white: on glide path. ("Red over Red you're dead. Red Over White you're alright. White over White you're out of sight.")
 * Similar to the VASI but are installed In a single row.
 * Red lights coming in from the right to tell how high above or how low the approach is

Engine Failures at Night
Same procedures as during the day, with the addition of turning on the searchlight to aid in selecting a suitable landing site. If no visual references are present, execute an instrument auto.

1) Practice Autos (RWOP) -Full Auto are prohibited (Because you are in a Charlie and the RWOP says it in the night section too) -Power Recovery, 90 or straight in only -Lighted runway with a DOD crash crew.

2) No simulated engine failures at night 3) Searchlight on by 200 feet AGL for unaided descents

FTI requires power recovery by 10 feet AGL- Start the Pull, Pause, Level around 20-25 feet.

GENERAL
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 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.

NIGHT PILOTAGE

 * 1.	GENERAL - During hours of darkness, an unlighted landmark may be difficult or even impossible to see, and lights can be very confusing because they appear to be closer than they really are. Stars near the horizon may be confused with lighted landmarks. objects can be seen more easily at night by looking at them from the side of the eye. Staring directly at a light during night flight may impair night vision and cause vertigo and disorientation.
 * 2.	UNLIGHTED LANDMARKS - In moonlight and occasionally on moonless nights, some of the more prominent unlighted landmarks such as coastlines, lakes, and rivers are visible from the air. Reflected moonlight causes a stream or lake to stand out brightly for a moment; however, this view may be too brief to permit recognition.
 * 3.	LIGHTED LANDMARKS - Cities and large towns are usually well lighted and are more visible at night than in the daytime. They can often be identified by their distinctive shapes and frequently can be seen at great distances, often appearing closer than they actually are. Smaller towns that are darkened early in the evening are hard to see and difficult to recognize. Busy highways are discernible because of automobile headlights, especially in the early hours of darkness.

=4802=

Landing Zone Lighting
There are innumerable methods to illuminate landing zones. Everything from an illuminated H to a rotating beacon (yellow, white, green) indicates a heliport. Most relevant is the lollipop since that is what is in use at Santa Rosa. This consists of an illuminated box with a line of lights coming out in each of the cardinal directions. If all four are illuminated you will have to call to get the landing direction. If only one is illuminated still call but expect to conduct your approach over the illuminated "stem" of the lollipop.


 * Also check out the FARAIM 10-2-3 g. "Night LZ's" for several ways to light a night LZ (HEMS Use)


 * FAA Advisory Circular - AC 150/5390-2B Subject: Heliport Design Pg24 Sec210
 * http://www.faa.gov/documentLibrary/media/advisory_circular/150-5390-2B/150_5390_2b.pdf


 * "For night operations, the TLOF, the FATO, taxiways, taxi routes, and the windsock NEED to be lighted, as described within this paragraph."


 * Note the FAA does not mandate a particular lighting scheme for heliports.


 * In a nut shell the FAA recommends using lights for:


 * 1) TLOF (Touchdown & Lift-Off Area) - Inner Box/Circle of a helipad > Should be lit with Green or Yellow, Flush or Raised Lights
 * 2) FATO (Final Approach & Take-Off Area) - Outer Box/Circle of a helipad > Should be lit with Green or Yellow, Flush or Raised Lights
 * 3) Landing Direction Lights > 5 Yellow Omni-Directional Lights Indicating the preferred App/Dep Path, also referenced above "lollipop sticks" (Helipads also use a single light in the middle of the perimeter of the TLOF as well)
 * 4) Heliport Ident Beacon > White/Green/Yellow. Not REQUIRED, and if installed Not REQUIRED to be on all the time.(On the hospital route, I saw 1 beacon operating and my IP said it was normal not to see any)
 * 5) Floodlights > May be used to illuminate the TLOF/FATO
 * 6) Taxiway Lighting > Same as normal, Blue Edges & Green Centerline

Use of Lights
1. Position Lights 2. Cockpit Lights 3. Anti-collision 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.
 * 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.
 * 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.

4. 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.

Aircraft Emergencies at Night

 * 1) Emergency procedures for day and night flight are the same; however, the time required to  respond to an emergency condition will normally be longer at night.  This is due to the increase  in psychological stresses and reduced vision within the cockpit at night. To minimize time  delays in executing the required emergency procedures at night, you must know the location of  all the controls and switches within the cockpit and the emergency procedures.
 * 2) Particular attention to detailed cockpit duties should be covered in the preflight briefing. If  there is any question in your mind as to who is going to do what after the brief - ASK  QUESTIONS.  Lack of responsiveness in a critical situation may very well compound an  emergency.

Night Vision
Know: 30 min to adjust, can lose it in 10 seconds, rods and cones, peripheral vision is superior at night, and if you fixate on a light it might start to move on its own, a phenomenon called autokinesis. In biological night vision, molecules of rhodopsin in the rods of the eye undergo a change in shape as light is absorbed by them. Rhodopsin is the chemical that allows night-vision, and is extremely sensitive to light. Exposed to white light, the pigment immediately bleaches, and it takes about 30 minutes to regenerate fully, but most of the adaptation occurs within the first five or ten minutes in the dark. Rhodopsin in the human rods is insensitive to the longer red wavelengths of light, so many people use red light to preserve night vision as it will not deplete the eye's rhodopsin stores in the rods and instead is viewed by the cones.

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 overbank in a turn and raise or lower the nose in a turn when the maneuver is being performed by outside  visual reference or pilot senses. Crosscheck the flight instruments when performing night maneuvers at flight altitudes. At night, adverse meteorological conditions may be encountered unexpectedly. Ground visibility restrictions and clouds may form below the flight altitude. When ground references become obscured, you should anticipate a layer of clouds or fog is below your flight altitude. Clouds at the same flight level are difficult to identify and are not usually detected until entering instrument meteorological conditions (IMC). Procedures to be followed upon entry into IMC must be established prior to conducting night flight (inadvertent entry IMC). In a hover, difficulty is experienced because visual ground references are limited. Control inputs may be made displacing the helicopter both vertically and horizontally without the pilot realizing  movement over the ground, especially when in a high hover. The position lights, if on steady bright will aid the pilot visually for outside cues if a five-foot hover is maintained. Keep your outside scan moving. Fixation on one object may induce vertigo. Reference points or visual cues should be selected to the front and side of the helicopter to aid the pilot in remaining over the  spot. With the search or landing light on, visual reference to the ground is greatly enhanced. Do not blind yourself with the moveable searchlight or fixate on the beam of light; again, vertigo  may develop.