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area with little or no lights. The result is that you
tend to focus on a single point or instrument, making
you less aware of the other traffic around. You must
make a special effort to devote enough time to scan for
traffic. You can determine another aircraft’s direction
of flight by interpreting the position and anticollision
lights.
APPROACH AND LANDING
Night approaches and landings do have some advantages
over daytime approaches, as the air is generally
smoother and the disruptive effects of turbulence and
excessive crosswinds are often absent. However, there
are a few special considerations and techniques that
apply to approaches at night. For example, when landing
at night, especially at an unfamiliar airport, make
the approach to a lighted runway and then use the taxiways
to avoid unlighted obstructions or equipment.
Carefully controlled studies have revealed that pilots
have a tendency to make lower approaches at night
than during the day. This is potentially dangerous as
you have a greater chance of hitting an obstacle, such
as an overhead wire or fence, which are difficult to see.
It is good practice to make steeper approaches at night,
thus increasing any obstacle clearance. Monitor your
altitude and rate of descent using the altimeter.
Another tendency is to focus too much on the landing
area and not pay enough attention to airspeed. If too
much airspeed is lost, a settling-with-power condition
may result. Maintain the proper attitude during the
approach, and make sure you keep some forward airspeed
and movement until close to the ground. Outside
visual reference for airspeed and rate of closure may
not be available, especially when landing in an
unlighted area, so pay special attention to the airspeed
indicator
Although the landing light is a helpful aid when making
night approaches, there is an inherent disadvantage.
The portion of the landing area illuminated by the landing
light seems higher than the dark area surrounding
it. This effect can cause you to terminate the approach
at too high an altitude, resulting in a settling-withpower
condition and a hard landing.
13-6
14-1
Aeronautical decision making (ADM) is a systematic
approach to the mental process used by pilots to consistently
determine the best course of action in response
to a given set of circumstances. The importance of
learning effective ADM skills cannot be overemphasized.
While progress is continually being made in the
advancement of pilot training methods, aircraft equipment
and systems, and services for pilots, accidents
still occur. Despite all the changes in technology to
improve flight safety, one factor remains the
same—the human factor. It is estimated that approximately
65 percent of the total rotorcraft accidents are
human factors related.
Historically, the term “pilot error” has been used to
describe the causes of these accidents. Pilot error
means that an action or decision made by the pilot was
the cause of, or a contributing factor that lead to, the
accident. This definition also includes the pilot’s failure
to make a decision or take action. From a broader
perspective, the phrase “human factors related” more
aptly describes these accidents since it is usually not a
single decision that leads to an accident, but a chain of
events triggered by a number of factors.
The poor judgment chain, sometimes referred to as the
“error chain,” is a term used to describe this concept of
contributing factors in a human factors related accident.
Breaking one link in the chain normally is all that
is necessary to change the outcome of the sequence of
events. The following is an example of the type of scenario
illustrating the poor judgment chain.
A helicopter pilot, with limited experience flying in
adverse weather, wants to be back at his home airport
in time to attend an important social affair. He is
already 30 minutes late. Therefore, he decides not to
refuel his helicopter, since he should get back home
with at least 20 minutes of reserve. In addition, in spite
of his inexperience, he decides to fly through an area of
possible thunderstorms in order to get back just before
dark. Arriving in the thunderstorm area, he encounters
lightning, turbulence, and heavy clouds. Night is
approaching, and the thick cloud cover makes it very
dark. With his limited fuel supply, he is not able to circumnavigate
the thunderstorms. In the darkness and
turbulence, the pilot becomes spatially disoriented
while attempting to continue flying with visual reference
　
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