Beechcraft Musketeer Sport III A23-19 Pilot Operating Handbook page 253

Oeechcraft
Single Englne (Piston)
Sectlon X
Safety lnformatlon
Disorientation in low visibility conditions is not limited to VFR
pilots. Although IFR pilols are trained to look at their instru-
ments to gain an artificial visual reference as a replacemant
for the loss of a visual horizon, they do not always do so.
This can happan when the pilot's physieal eondition will not
permit him to eoncentrale on his instruments; when the pilot
is not proficient in flying instrument conditions in the airplane
he is flying; or, when the pilot's work load of flying by refer·
enee to his instruments is augmented by sueh factors as
turbulence. Even an instrument rated pilot encountering
instrument conditions, intentional or unintentional, should
ask himself whether or not he is sufficiently alert and
profi-
cieni in the airplane he is flying, to fly under low visibility
conditions and in the turbulence anticipated or encountered.
lf any doubt exists, the flight should not be made or it should
be discontinued as soon as possible.
The result of vertigo is loss of eontroi of the airplane. lf the
loss of eontroi is sustained, it will result in an excessive
speed accident. Exeessive speed aeeidents occur in one of
two manners, either as an inflight airframe separalian or as
a high speed ground impact; and they are fatal accidents in
either case. Ali airplanes are subject to !his form of accident.
For years, Beech Pilot's Operating Handbooks and FM
Approved Airplane Flight Manuals have eontainad instrue·
tions that the Ianding gear should be extended in any cir·
cumstance in which the pilot encounters IFR conditions
which approach the limits of his
capabiliły
or his ratings.
Lowering the gear in IFR conditions or flight into heavy or
severe turbulence, tends to stabilize the airplane, assists in
maintaining proper airspeed, and will substantially reduce
the possibility of reaching excessive airspeeds with cala·
strophic consequences, even where loss of eontroi is expe-
rienced.
Excessive speed accidents occur at airspeeds greatly in
excess of two operating limitations which are specified in the
May, 1994
10-35