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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 (look ahead and slightly
to the side of the light beam).
Problems will arise if several of the
above factors affect you at once,
especially if the landing point is
sloping—this is where frequent
cross-checking of altimeters is
important. The illusions you might
get with sloping ground include:
Problem Illusion Risk
Downslope Too low High approach
Upslope Too high Low approach
Rain Closer Low approach
Narrow Too high Low approach
Wide Too low High approach & flare
Bright lts Too low High approach
The trick with landing is to get to the
point where you think the wheels are
going to touch the ground – then go
down another 30 feet.
Helicopter landing sites should 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 approximately
1800'. Its burn time is 80 seconds,
during which time it will fall about
1500'. 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 do it before
this, as they will be useless. If
possible, the second should be
discharged between 800-1000' agl.
In night autorotations, use a
constant attitude, at whatever speed
is comfortable, which keeps the
beam from the landing light in the
same position on the ground, or it
will shine up into the air when you
flare, from which position it's no
good to you at all.
Air Law
This chapter covers enough of the
UK Air Navigation Order and Rules
of the Air for exam purposes, as well
as JAR rules, which were formally
adopted on 1 July, 1999. For more
details about how law works with
respect to aviation in UK, refer to
my other book, The ANO (&Rules of
the Air) in Plain English.
The ANO itself consists of Articles
and Schedules, the latter being
amplifications of the former, so
where an Article would require an
aircraft to carry markings, the related
Schedule would spell out how they
are to be made and positioned. All
UK aircraft are subject to the ANO
and Rules anywhere at any time,
although in a foreign state, you must
obey its laws and report the
occasions you do so to the CAA.
JAR, by the way, stands for Joint
Airworthiness Requirements, which
works on the premise that aviation is
the same in most civilised countries,
and can be standardised to a certain
extent. Essentially, certain European
countries have agreed upon common
procedures to help with importing
and exporting aircraft, type
certification and maintenance
between them, based on existing
European regulations and FARs
(from the FAA in the USA), where
acceptable. In fact, the maintenance
side of JAR, 145, is directly drawn
from FAR Parts 43 and 145.
Naturally, there’s a committee
somewhere that jollies things along,
which is somewhere in Holland, and
the bottom line is that it is easier to
use foreign aircraft
However, licensing has not been left
out. JAR-FCL covers using licences
and ratings between member states
with the minimum of formality.
JAR-FCL 1 refers to aeroplanes,
FCL 2 to helicopters, FCL 3 to
medicals, FCL 4 to flight engineers
(one day), and FCL 5 to balloon and
　
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