MORRISTOWN, NJ, USA
N65983
Cessna 172P
This was the instructor's second instructional flight with the student, and he had given no prior night instruction to the student. The student had a total flight experience of 52 hours, of which .7 was night time, logged in January 1997. During this second instructional flight, the instructor elected to verbally authorize the student to conduct his first supervised solo at night with an inoperative landing light. The student stated that it was very dark and there was no visible horizon when he elected to perform a go-around during the third landing attempt. The student pilot also stated that he thought the airplane was in a 'high pitch attitude' during the go-around. During the go-around, the airplane descended and impacted the ground. A manager of the operator stated that it was a standard operating procedure to alternate instructor's on a regular basis, and typically a student would receive instruction from several different instructor's prior to solo.
On May 12, 1997, about 2110 eastern daylight time, a Cessna 172P, N65983, operated by American Flyers, was destroyed when it impacted the ground during an uncontrolled descent following a go-around at Morristown Municipal (MMU), Morristown, New Jersey. The certificated student pilot (SP), sole occupant, received serious injuries. Visual meteorological conditions prevailed for the solo night flight. No flight plan was filed for the instructional flight conducted under 14 CFR Part 91. During a telephone interview with the SP, he reported that he arrived at MMU for a lesson at 1800; however, the instructor was on a previous lesson, which was completed at 1830, at which time the lesson initiated with the SP. This was the SP's second flight with this instructor. During the lesson they conducted several touch and go landings. The instructor then asked the SP if he was ready for his first solo flight, at which time the instructor verbally authorized the solo flight. The SP then departed on his first solo flight. The SP stated that it was "very dark" and there was no visible horizon. He did not recall the airplane configuration during the final approach for the last landing. Ground features were not visible during the last landing attempt, and the SP used the "runway numbers" as a reference. The runway lights then appeared to be floating, and the SP elected to perform a go-around. During the go-around, he did not observe the horizon, and thought the airplane was in a "high pitch attitude." On a previous lesson in the accident airplane with another flight instructor, also an American Flyers manager, they had been informed by the tower that the landing light was inoperative. On a subsequent lesson with another American Flyers instructor, the SP asked about the inoperative landing light, to which the instructor responded the flight would not extend into night. The landing light had not been repaired prior to the accident flight. During a telephone interview with the flight instructor, he reported that he flew a dual instructional flight for 45 minutes with the SP, which included 4 landings just prior to the solo flight. He then verbally authorized the SP to conduct his first supervised solo flight which was at night. The solo flight consisted of landings conducted to runway 23. The instructor then observed the solo flight from the MMU air traffic control tower, and stated that the SP's first two landings were uneventful. During the third landing, the airplane bounced twice. The nose then pitched up, followed by a left yaw and impact with the ground. The instructor further stated that he had flown with the SP on one previous occasion. It was standard practice for students to receive instruction from different flight school instructors on a regular basis throughout the training course to accommodate a student's schedule. A review of the student pilot's logbook revealed that he had a total flight experience of 51.9 hours, of which 15.8 hours were in make and model, and 0.7 hour was at night. The night flight of 0.7 hour was logged on January 17, 1997, and included 1 landing. The SP received a total of two dual instructional flights from the instructor who verbally authorized the solo flight. One flight occurred on May 6, 1997, during the day, and consisted of 3 landings for a total of 0.6 hour dual instruction. The second dual instructional flight consisted of touch and go landings just prior to the solo flight. At the time of the accident, the reported weather included a scattered layer of clouds at 3,000 feet, and winds from 270 degrees at 15 knots. Examination of the wreckage by a Federal Aviation Administration (FAA) Inspector did not disclose evidence of mechanical malfunctions, nor did the SP or instructor report any. The engine was further examined on July 29, 1997, at Textron Lycoming, Williamsport, Pennsylvania, under the supervision of a FAA Inspector. During the examination, the engine was successfully test run after the number 2 intake pipe and ignition harness were replaced due to impact damage. According to 14 CFR Part 61.87, Solo requirements for student pilots, in part, it stated: "(1) No instructor may authorize a student pilot to perform a solo flight unless that instructor has - (i) Given that student pilot training in the make and model of aircraft or a similar make and model of aircraft in which the solo flight is to be flown; (ii) Determined the student pilot is proficient in the maneuvers and procedures prescribed in this section; (iii) Determined the student pilot is proficient in the make and model of aircraft to be flown; (iv) Ensured that the student pilot's certificate has been endorsed by an instructor authorized to provide flight training for the specific make and model aircraft to be flown; and (v) Endorsed the student pilot's logbook for the specific make and model aircraft to be flown, and that endorsement remains current for solo flight privileges, provided an authorized instructor updates the student's logbook every 90 days thereafter." During a telephone interview with the manager of American Flyers, he stated that it was a standard operating procedure to alternate instructors on a regular basis to accommodate a student's schedule. He also stated that a student would receive instruction from an average of three different instructors prior to solo. According to 14 CFR Part 91.205, Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and equipment requirements, in part, it stated: "(a) General. Except as provided in paragraphs (c)(3) and (e) of this section, no person may operate a powered civil aircraft with a standard category U.S. airworthiness certificate in any operation described in paragraphs (b) through (f) of this section unless that aircraft contains the instruments and equipment specified in those paragraphs (or FAA-approved equivalents) for that type of operation, and those instruments and items of equipment are in operable condition. (c) Visual flight rules (night). For VFR flight at night, the following instruments and equipment are required: (4) If the aircraft is operated for hire, one electric landing light." A review of the "aircraft squawk sheet" located in the accident airplane reported that the landing light and taxi light were inoperative with no corrective action. The date of the "squawk sheet" showed "4-8," or April 8, 1997, and appeared to have a 5 written on top of the 4, which would be "5-8," or May 8, 1997.
The flight instructor's inadequate supervision which allowed the student to solo at night with less than one hour of night instruction with a known inoperative landing and taxi light. A Factor was the student pilot's spatial disorientation which resulted in the loss of control.
Source: NTSB Aviation Accident Database
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