Clearwater, FL, USA
N4757V
BELLANCA 17-30
During a night flight approximately 10 minutes before landing, the pilot turned on a flashlight in order to read the checklist items and check the gauges. The flashlight lens was white, and turning on a white light during a night flight is contrary to the Federal Aviation Administration (FAA) Advisory Circular (AC) 61-21A. Bright white light can cause illusions after the white light is turned on. Prior to landing the pilot was given the wind as being from 120 degrees at 10 knots with no gusts, and elected to land on runway 09 with no flaps extended. During the landing flare she reported the landing light circuit breaker tripped rendering the landing light inoperative. During the landing roll she reported seeing what she thought was an animal or bird on the runway and applied the airplane’s normal brakes. The airplane departed the left side of the runway onto grass and the landing gear collapsed. Inspection of the airplane by an FAA airworthiness inspector revealed no evidence of preimpact failure or malfunction of the brakes or landing gear.
On September 11, 2008, about 2344 eastern daylight time, a Bellanca 17-30, N4757V, registered to and operated by a private individual, experienced a loss of control during the landing roll at St. Petersburg - Clearwater International Airport (PIE), Clearwater, Florida. Night visual meteorological conditions prevailed at the time and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from Pensacola Regional Airport (PNS), Pensacola, Florida, to PIE. The airplane was substantially damaged and the private - certificated pilot and one passenger sustained minor injuries. The flight originated from PNS about 2000 central daylight time. The pilot stated that she had flown to PNS for the purpose of dropping off a passenger associated with Angel Flight. The flight was returning when the accident occurred. The pilot further stated that after takeoff the flight proceeded to the destination airport and while in contact with Tampa Approach Control she cancelled her IFR clearance. The flight continued towards the destination airport and within approximately 10 minutes of landing, she briefly turned on her flashlight with white lens to comply with checklist items and check the gauges. According to a transcription of communications with Lockheed Martin Services, Inc. (Lockheed Martin AFSS), at approximately 2336, the pilot contacted Lockheed Martin AFSS and requested an airport advisory. The pilot was advised that the wind was from 120 degrees at 10 knots. She announced on the common traffic advisory frequency (CTAF) that she was on left base and final for runway 09, and she turned on the runway lights to the high setting using the CTAF. She elected to land with the flaps retracted, and while flaring to land, the landing light circuit breaker tripped rendering the landing light inoperative. She later stated this was not a factor because there was adequate illumination. She landed during the first 1/3 of the runway, or before the intersection of runway 17L, and during the landing roll, she thought she saw either an animal, or bird on the runway. She applied the brakes to stop, but the airplane traveled off the left side of the runway where the left main landing gear separated and the nose and right main landing gears collapsed. They exited the airplane and walked around about 1/2 hour before obtaining assistance. She further stated that she was not tired. According to the Federal Aviation Administration (FAA) airworthiness inspector who examined the runway and airplane, inspection of the runway revealed marks leading off the left side of the runway. The inspector reported that the left main landing gear was separated and located under the right wing, while the right main landing gear was collapsed outboard. The nose landing gear was noted in the wheel well. The inspector also reported that the collapse of both main landing gears occurred in the grass, and the inspector did not report any evidence of preimpact failure or malfunction of the landing gears or brakes. A surface observation weather report taken at 2353, or approximately 9 minutes after the accident indicates the wind was from 120 degrees at 10 knots; no gusts were reported. An airfield inspection report for the day of the accident revealed an entry at 0800 indicating a flock of birds were dispersed from runway 22. With respect to the landing light, she reported that the circuit breaker had tripped a couple of months earlier also. Safety Board review of FAA Advisory Circular (AC) 61-21A, titled Flight Training Handbook, revealed that with respect to night vision, “The adaptation process of the eyes must be considered by the pilot before and during night flight. First the eyes must be allowed to adapt to the low level of light and then they must be kept adapted. After the eyes have become adapted to darkness, the pilot must avoid exposing them to any bright white light which will cause temporary blindness and could result in serious consequences. Temporary blindness caused by an unusually bright light, may result in illusions or ‘after images’ during the time the eyes are recovering from the brightness. The brain creates these illusions reported by the eyes. This results in misjudging or incorrectly identifying objects….”
The failure of the pilot to maintain directional control during the landing roll. Contributing to the accident was the pilot's improper use of a supplemental cockpit lighting during approach.
Source: NTSB Aviation Accident Database
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