Page 26 - Nov2016TNT Vol 20 No 11

MSA Aircraft Products Quarter Page4/C Adthe pilot provide him the full flight plan information by radio. The pilot asked if it would be easier to take off under VFR and pick up a clearance in the air. The controller replied that if the pilot departed VFR he would only need the aircraft type information and his requested direction of flight. The pilot elected to depart VFR.Radar data showed the airplane climbed to about 2,200 feet MSL (about 1,680 AGL). At this altitude, and when the airplane was about three nautical miles from the airport, it began a descending left turn, followed by a right turn, losing about 700 feet of altitude during this time. The airplane then began a climbing left turn. During the turn, the airplane initially climbed about 400 feet, descended about 400 feet, and then climbed again about 1,300 feet before reaching its peak altitude of 2,800 MSL. The final recorded radar point was 0.1 nm from the accident site, and the calculated descent rate between the final two radar points was more than 5,000 feet per minute.Post-accident examinations of the airframe, engines, and propellers, revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The flight path, which was not consistent with the intended course, the airplane’s repeated climbs and descents, and the loss of airplane control and high-speed impact are consistent with the known effects of spatial disorientation. Based on this evidence, it is likely that the pilot experienced spatial disorientation after the airplane inadvertently entered clouds at night, which led to his failure to maintain airplane control.Being a good IFR pilot who flies IFR most or all of the time does not mean you’ll be good at flying in marginal conditions at night. In fact, flying without the “comfort” of flying filed routes and altitudes may be far riskier at night—additionally so in marginal conditions. Unexpectedly losing visual references at night while flying in unpracticed and uncomfortable conditions can be extremely disorienting. It’s best to get your clearance on the ground before taking off, even if that means you need to re-file your entire flight plan.Night Risk ManagementThere’s a lot more to know about night flight, including a good section in the Airplane Flying Handbook (FAA-H- 8030-3A), Chapter 10. It may not be the norm for pilots of multiengine and turbine pilots to review this mos•t basic of flying texts. But, reviewing and using that knowledge will help you manage the risks of flying at night. T&TAir Capitol Dial Quarter Page 4/C Ad24 • TWIN & TURBINENOVEMBER 2016Thomas P. Turner is an ATP CFII/MEI, holds a Masters Degree in Aviation Safety, and was the 2010 National FAA Safety Team Representative of the Year. Subscribe to Tom’s free FLYING LESSONS Weekly e-newsletter at www.mastery-flight-training.com.