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3. Pre-Flight Inspection. It is difficult to do an effective pre-flight in the dark, so always perform the inspection before dark or in a well-lit hangar, resort to a flashlight only as  a last resort. Cockpit, position and landing lights must be checked for correct operation prior to flight, adjust the landing light if necessary. Ensure all electrical systems, lights and instruments are fully serviceable. You also have to carry a serviceable flashlight in the event of electrical failure.
4. Other Traffic. Know how to interpret the position lights of other aircraft so you can determine their location and direction of movement relative to yourself.
5. Aircraft Checks. Pre-start and start checks are normal except that lights are on and beacon operating as a precaution to anyone close by that you are about to start. Cockpit lights should illuminate all engine and flight instruments and be adjusted so as not to create a glare that interferes with vision. On shutdown, keep position and beacon lights selected ‘ON’ until the rotor stops completely.
CIRCUITS
Circuits are a good introduction to night flying because they cover all of the basic exercises. Night techniques are as follows:
1. takeoffs and landings. These are performed in the same manner as by day and should  be practised with and without landing lights. When not using the landing light use a good outside reference such as a taxiway or runway light. Before taking off, if ground crew are present, switch on the landing light. This indicates you are about to take off. Flashing the landing light indicates a crewman may approach, or leave the helicopter, or that you require the assistance of a crewman;
2. hover and hover-taxi. Hover and hover-taxi higher and slower than by day for the following reasons;
a) depth perception is less acute and it will be more difficult to judge your height and detect slight movement over the ground;
b) speed is deceptive because your peripheral vision has fewer references; as a result there is a tendency to hover-taxi too fast;
c) distance at night is also deceptive when judged by stationary lights which are nearer than they appear to be; and
d) a more careful lookout is required to avoid obstructions.
 when hovering or hover-taxiing the landing light can produce glare and disorientation particularly over light coloured surfaces such as concrete. If you cannot adjust the beam, it is sometimes preferable not to use the light if there is adequate outside visual reference. The position of some anti-collision lights can also cause disorientation when the beam is reflected off ice crystals, light snow or light rain;
3. transitions from hover to forward flight. A towering takeoff is normally used for night flying. A rate of climb should be initiated before moving into forward flight and maintained throughout the transition. Use a reference point which coincides with the take-off heading if available;
4. climb-out, cross-wind and downwind. These are the same as for day except that you will make more frequent reference to the instruments to verify attitude, altitude, heading and airspeed; and
5. transitions from forward flight to the hover. Night approaches are made to a lighted area such as a runway, taxiway or heliport. On the final approach identify the landing point and carry out an accurate constant angle approach. The transition from approach to the hover is more difficult than by day because outside reference may be obscure, and groundspeed is more difficult to assess. Be sure to look out the side of the helicopter more frequently to check the rate of deceleration, as height decreases ground references become clearer.
EMERGENCIES
1. In the event of an emergency requiring an autorotation, employ the following sequence:
a) enter autorotation;
b) if possible, turn into last known wind;
c) switch on landing light;
d) select speed for constant attitude autorotation;
　
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