Centaurus
6th Jun 2019, 04:45
Investigation: AO-2018-038 - Loss of control and collision with terrain involving Cirrus SR22, VH-PDC, Orange Airport, NSW, on 15 May 2018 (http://www.atsb.gov.au/publications/investigation_reports/2018/aair/ao-2018-038/)
When conducting night flying for the first time, especially at an aerodrome that is devoid of external lights, it would be wise to first ensure the student is proficient at go-around on instruments at point of flare. That includes the initial takeoff climb out which may be fully on instruments if dark night conditions exist.
For flight safety reasons, go-arounds from the flare on instruments are best practiced initially at a safe altitude and in daylight. . This should be part of normal instrument flying training . For example by using an assumed ground level of 1000 feet agl, have the student under the hood so that the go-around at the flare gives no chance of cheating by glancing for a quick look outside. The exercise is complete after the flaps have been retracted and en-route climb speed attained. Even a Cessna 152 will yaw left quite strongly if full power is applied while full flaps are down and airspeed is low as in the flare and hold-off.
Make no mistake about it, a go-around on instruments at night close to the ground requires good instrument flying skills and in particular coping with pitch attitude changes with flap retraction. Which is the reason why with student pilots the exercise is best conducted initially in daylight under the hood before night flying training takes place.
When conducting night flying for the first time, especially at an aerodrome that is devoid of external lights, it would be wise to first ensure the student is proficient at go-around on instruments at point of flare. That includes the initial takeoff climb out which may be fully on instruments if dark night conditions exist.
For flight safety reasons, go-arounds from the flare on instruments are best practiced initially at a safe altitude and in daylight. . This should be part of normal instrument flying training . For example by using an assumed ground level of 1000 feet agl, have the student under the hood so that the go-around at the flare gives no chance of cheating by glancing for a quick look outside. The exercise is complete after the flaps have been retracted and en-route climb speed attained. Even a Cessna 152 will yaw left quite strongly if full power is applied while full flaps are down and airspeed is low as in the flare and hold-off.
Make no mistake about it, a go-around on instruments at night close to the ground requires good instrument flying skills and in particular coping with pitch attitude changes with flap retraction. Which is the reason why with student pilots the exercise is best conducted initially in daylight under the hood before night flying training takes place.