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UNUSUAL ATTITUDES
To recover from an unusual attitude, the pilot corrects the pitch and bank attitude, adjusts power, and trims the helicopter as necessary. The bank attitude is corrected with reference to the turn and bank indicator, then the ball is centred, the airspeed checked and corrected, then the power if required. Once the helicopter is near to straight and level flight, a thorough scan of all the instruments is then completed and adjustments are made as necessary.
RULE OF THUMB:
The procedure for recovery from unusual attitudes can be easily remembered by following the order of actions listed below:
NEEDLE
BALL
AIRSPEED
POWER
EMERGENCIES/MALFUNCTIONS
1. Partial Panel
a) Failed Attitude Indicator
 If the attitude indicator fails, the primary pitch and roll references are lost. The control instruments for indicating pitch become the ASI and the altimeter. The turn needle becomes the heading indicator (performance instrument) as required. The VSI is too sensitive for indicating pitch changes and should be used as a trend instrument only. When correcting the pitch attitude the helicopter is approximately level when the VSI or ASI reverse direction of movement.
b) Failed Heading Indicator
 If the heading indicator fails in flight, all reference to heading must be accomplished using the magnetic compass. Use of standard rate turns, and timed turns partial panel, are used to make heading changes.
2. Autorotative Descent
If an autorotation is required, the pilot should use the appropriate airspeeds dependent on the manufacturer’s recommended procedures. It is imperative to conserve Rotor RPM by smoothly lowering the collective immediately. Control and performance instruments should be closely monitored, particular attention being paid to establishing and maintaining co-ordinated flight. A turn should be made into the last known or forecast wind.
The airspeed used is usually the minimum rate of descent speed for that particular type.
Once established in autorotation, normal emergency procedures are followed, (Mayday, fuel off, etc.) Rotor RPM should be included in the crosscheck especially during turns. Returning to visual reference will be dependent on cloud base. If other crew or passengers are carried they can be invaluable sources of information as to when the ground is visible. Final descent to touchdown can only be achieved visually.
 
3. All other emergencies or failures are handled in accordance with the manufacturer’s flight manual
EXERCISE 31 - NIGHT FLYING #1
In this series of exercises you will learn how to fly VFR at night. This does not involve any  new flying skills, but there are new sensations and visual cues to which you have to become accustomed. The ideal exercise to accomplish this is the circuit. There is nothing mysterious about flying at night but, because of the lack of outside references, you will rely more on the flight instruments.
In preparation for night flying you should allow time to accustom your eyes to the darkness; it will take approximately 30 minutes for them to adapt in the dark. Try to avoid bright lights during this time.
PLANNING
1. Weather. Prior to night flying, a good weather briefing is vital. Most companies have their own limits for night, usually they are a little higher than by day. The company operations manual addresses this subject. During the day, there is little possibility of flying into cloud by accident, but on a dark night it can be done quite easily.
2. Heliport/Airport Familiarization. Familiarize yourself with the lighting systems in use at the heliport or airport in use. Heliport night lighting consists of a minimum of 8 yellow or green lights around the perimeter of the take-off and landing area. Airports look different at night and the lighting includes lights for the runway, threshold, approach, taxiway, ramp and rotating beacons. Colours are used to identify them; the threshold lights are green, taxi are blue, and obstruction are red. The intensity of approach and runway lights can be varied at most airports, and strobe lighting if it is either distracting, or disorientating, can be switched off if not required.
　
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