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manner as in day landings as discussed in Chapter 11,
Approaches and Landings. At night, the judgment of height,
speed, and sink rate is impaired by the scarcity of observable
objects in the landing area. The inexperienced pilot may have
a tendency to round out too high until attaining familiarity
with the proper height for the correct roundout. To aid
in night landings, approach with power on to reduce the
descent rate providing more time for the pilot to see the
runway and start the roundout once the runway is visible.
To aid in determining the proper roundout point, continue
a constant approach descent until the landing lights refl ect
on the runway and tire marks on the runway can be clearly
seen. At this point, the roundout should be started smoothly
and the throttle gradually reduced to idle as the aircraft is
touching down. [Figure 12-14] During landings without the
use of landing lights, the roundout may be started when the
runway lights at the far end of the runway fi rst appear to be
rising higher than the nose of the aircraft. This demands a
smooth and very timely roundout, and requires that the pilot
feel for the runway surface using power and pitch changes,
as necessary, for the aircraft to settle slowly to the runway.
Blackout landings should always be included in night pilot
training as an emergency procedure.
Night Emergencies
Perhaps the pilot’s greatest concern about fl ying a singleengine
aircraft at night is the possibility of a complete
engine failure and the subsequent emergency landing. This
is a legitimate concern, even though continuing fl ight into
adverse weather and poor pilot judgment account for most
serious accidents.
If the engine fails at night, several important procedures and
considerations to keep in mind are:
• Maintain positive control of the aircraft and establish
the best glide confi guration and airspeed. Turn the
aircraft toward an airport or away from congested
areas.
• Check to determine the cause of the engine malfunction,
such as the position of fuel shutoff, magneto switch, or
primer. If possible, the cause of the malfunction should
be corrected immediately and the engine restarted.
• Announce the emergency situation to Air Traffi c
Control (ATC) or UNICOM. If already in radio
contact with a facility, do not change frequencies
unless instructed to change.
12-13
Figure 12-14. Roundout when tire marks are visible.
• Consider an emergency landing area close to public
access if possible. This may facilitate rescue or help,
if needed.
• Maintain orientation with the wind to avoid a
downwind landing.
• Complete the before landing checklist, and check the
landing lights for operation at altitude and turn on in
suffi cient time to illuminate the terrain or obstacles
along the fl ightpath. The landing should be completed
in the normal landing attitude at the slowest possible
airspeed. If the landing lights are unusable and outside
visual references are not available, the aircraft should
be held minimum controlled airspeed until the ground
is contacted.
• After landing, turn off all switches and evacuate the
aircraft as quickly as possible.
Chapter Summary
Night fl ight requires additional training, a private pilot
certifi cate, and should be performed only when there is
adequate reference with the Earth, such as city lights or
a full moon. Night fl ight should never be performed over
open water.
Night illusions require reference to flight instruments.
WSC pilots can determine pitch control by feel but cannot
determine roll and heading by feel so instrumentation such
as a heading indicator, magnetic compass, or GPS is needed
for directional reference.
12-14
13-1
Abnormal and
Emergency Procedures
Chapter 13
Introduction
This chapter contains information on dealing with abnormal
and emergency situations that may occur in flight.
Aeronautical decision-making (ADM), a systematic approach
to determine the best course of action in response to a
given set of circumstances, should always be used rather
than making a quick decision without determining the best
outcome. Most emergencies can be prevented by making the
proper decisions. This may be the fi rst go/no-go decision of
whether to fl y, when to fl y, or where to fl y. All safe fl ights
start with proper prefl ight planning.
13-2
Figure 13-1. WSC aircraft coming down under a ballistic parachute
system.
Throughout this chapter, all abnormal and emergency
decisions should be based on ADM. Some situations allow
　
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