Aircraft preflight inspection is a critical aspect of flight safety. It must comply with the appropriate rotorcraft flight manual (RFM). Preflight should be scheduled as early as possible in the flight planning sequence, preferably during daylight hours, allowing time for maintenance assistance and correction. If a night preflight is necessary, a flashlight with an unfiltered lens (white light) should be used to supplement lighting. Oil and hydraulic fluid levels and leaks are difficult to detect with a blue-green or red lens. Windscreens should be checked to ensure they are clean and relatively free of scratches. Slight scratches are acceptable for day flight but may not be for night flight. The search light or landing light should be positioned for the best possible illumination during an emergency descent.

Careful attention must be paid to the aircraft electrical system. In helicopters equipped with fuses, a spare set is required by regulation, and by common sense, so make sure they are on board. If the helicopter is equipped with circuit breakers, check to see that they are not tripped. A tripped circuit breaker may be an indication of an equipment malfunction and should be left for maintenance to troubleshoot before flying.

All aircraft operating between sunset and sunrise are required to have operable navigation (position) lights. Turn these lights on during the preflight to inspect them visually for proper operation. Between sunset and sunrise, these lights must be on any time the helicopter is operating.

All recently manufactured aircraft certificated for night flight must have an anticollision light that makes the aircraft more visible to other pilots. This light is either a red or white flashing light and may be in the form of a rotating beacon or a strobe. While anticollision lights are required for night visual flight rules (VFR) flights, they may be turned off any time they create a distraction for the pilot.

One of the first steps in preparation for night flight is to become thoroughly familiar with the helicopter’s cockpit, instrumentation, and control layout. It is recommended that a pilot practice locating each instrument, control, and switch, both with and without cabin lights. Since the markings on some switches and circuit breaker panels may be difficult to read at night, be able to locate and use these devices, and read the markings in poor light conditions. Before starting the engine, make sure all necessary equipment and supplies needed for the flight, such as charts, notepads, and flashlights, are accessible and ready for use.

Check all interior lights with special attention to the instrument and panel lights. The panel lighting can usually be controlled with a rheostat or dimmer switch, allowing the pilot to adjust the intensity. If a particular light is too bright or causes reflection or glare off the windshield, it should be adjusted or turned off. As ambient light level decreases from twilight to darkness, intensity of the cockpit lights is reduced to a low, usable intensity level that reduces any glare or reflection off the windshield. The light level should be adjusted to as close to the ambient light level as possible. A flashlight, with red or blue-green lens filter, or map light can supplement the available light in the cockpit. Always carry a flashlight with fresh batteries to provide an alternate source of light if the interior lights malfunction. If an existing map/utility light is used, it should be hand-held or remounted to a convenient location. In order to retain night adaptation, use low level light when using your checklist. Brief your passengers on the importance of light discipline during night flight so the pilot is not blinded, causing loss of dark adaptation.

Use extra caution when starting the engine and engaging the rotors, especially in dark areas with little or no outside lights. In addition to the usual call of “clear,” turn on the position and anticollision lights. If conditions permit, also turn the landing light on momentarily to help warn others that the engine is about to start and engage the rotors.

Landing lights usually cast a beam that is narrow and concentrated ahead of the helicopter, so illumination to the side is minimal. Therefore, slow the taxi at night, especially in congested ramp and parking areas. Some helicopters have a hover light in addition to a landing light, which illuminates a larger area under the helicopter.

When operating at an unfamiliar airport at night, ask for instructions or advice concerning local conditions, so as to avoid taxiing into areas of construction, or unlighted, unmarked obstructions. Ground controllers or UNICOM operators are usually cooperative in furnishing this type of information.

Traffic patterns are covered in Chapter 9, Basic Flight Maneuvers, but the following additional considerations should be taken into account when flying a helicopter in a night traffic pattern:

Before takeoff, make sure that there is a clear, unobstructed takeoff path. At airports, this is accomplished by taking off over a runway or taxi way, however, if operating off-airport, pay more attention to the surroundings. Obstructions may also be difficult to see if taking off from an unlighted area. Once a suitable takeoff path is chosen, select a point down the takeoff path to use for directional reference. The landing light should be positioned in order to illuminate the tallest obstacles in the takeoff path. During a night takeoff, notice a lack of reliable outside visual references after becoming airborne. This is particularly true at small airports and off-airport landing sites located in sparsely populated areas. To compensate for the lack of outside references, use the available flight instruments as an aid. Check the altimeter and the airspeed indicator to verify the proper climb attitude. An attitude indicator, if installed, can enhance attitude reference.

The first 500 feet of altitude after takeoff is considered to be the most critical period in transitioning from the comparatively well-lit airport or heliport into what sometimes appears to be total darkness. A takeoff at night is usually an “altitude over airspeed” maneuver, meaning a pilot most likely performs a nearly maximum performance takeoff. This improves the chances for obstacle clearance and enhances safety.