Light aeroplanes - 2023
In 2023, the BEA published 76 reports regarding light aeroplane accidents, 73 of these reports concerned aeroplanes with a maximum take-off weight (MTOW) of less than 2.25 t. Of these 76 published reports, 45 are mainly, even solely, based on the pilot’s statement (“desktop” type investigation). A summary of these “desktop” investigations is available on the BEA website.
This thematic review concerns 31 occurrences. Twenty-one of these accidents resulted in bodily injuries with 33 people fatally injured and 21 people injured or seriously injured. Five themes are particularly dominant in these reports.
1. Insufficient knowledge or experience for flying in mountainous areas
This theme has already been covered in the 2021 and 2022 reviews. Two types of occurrences can be identified this year.
1.1 Accidents linked to flight in a mountainous environment, with insufficient skills and no intention of landing
Flight in a mountainous area has its own special characteristics. Pilots may come up against ground rising on a steeper gradient than the aeroplane's climb gradient. With their cognitive abilities often impaired by the stress of the situation, pilots must then try to turn around, without a natural horizon, in a space that they may consider insufficient. If the decision to turn around is not made very quickly, pilots will then be faced with an additional illusion - well known to mountain pilots - and will be inclined to vary pitch attitude inputs to follow the terrain. The aeroplane will progressively pass onto the backside of the power curve and the pilot, now at a low height, will have no alternative open to him.
The mountain environment also generates aerological conditions which untrained pilots are not accustomed to. Specific knowledge and skills are required to fly safely in this hostile and demanding environment.
The report on the accident to on 5 August 2021 close to the Col du Gandon pass during a cross-country flight illustrates the risk associated with continuing flight in a valley without training.
The report on the accidents to two aeroplanes registered in Germany ( & D-EFTP) on 22 August 2021 at Col de Vars within less than three hours of each other, during a club excursion, addresses the same subjects.
The report on the accident to , on 21 May 2022 at Les Adrets, during an introductory (sightseeing) flight, also illustrates the theme of the transition to the backside of the power curve in a mountainous environment. It should be noted that in the above accident, the pilot was a member of a flying club located close to the accident site.
Eight people were fatally injured, five people were seriously injured and one person was injured in the occurrences mentioned.
1.2 Accidents occurring during mountain landings with little experience or little recent experience
The particularities of mountain airfield approaches (visual references, management of approach slope and power, aerology, piloting precision, choice of aiming point, etc.) require specific skills and abilities. For a pilot with no previous experience of mountain landings, several flights in different meteorological, operational or environmental conditions are necessary to acquire these skills in order to land and take off safely.
The report on the accident to on 6 August 2021 at the Courchevel mountain airfield is a reminder that the acquisition of these skills is not readily compatible with short training concentrated into a single day.
Similarly, the report on the accident to F-HIMY on 16 June 2022 at Courchevel, during an instruction flight, shows that given the piloting precision required when carrying out a mountain landing, a good knowledge of the aeroplane's characteristics and recent experience with the aeroplane being used are essential before undertaking this type of flight.
Even when the aerodrome does not have the gradient of a mountain airfield, the environment can prevent the pilot from safely aborting the approach at low height. This is shown by the report on the accident to on 12 August 2022 at Bagnères de Luchon.
One person was fatally injured and three people were injured in the accidents mentioned.
Lastly, the report on the accident to on 23 June 2022 on the Argentière glacier deals with the subject of training for mountain flying in turbulent aerological conditions and the level of knowledge of local particularities. Two people were fatally injured in this accident.
2. Staying on the backside of the power curve during take-off
The take-off is a critical phase. Once airborne, the pilot must allow the aeroplane to accelerate towards the climb speed recommended in the flight manual. The following two reports describe initial climbs carried out at low speeds and on the backside of the power curve.
- Accident to F-HSOO on 17 June 2022 at Martillac: Loss of control after take-off, collision with trees, fire.
- Accident to F-GXYZ, on 10 April 2022 at Saint-Brieuc: Stall during initial climb, collision with ground, during cost-shared flight.
3. Non-stabilized approaches
A stabilised approach generally ensures a safe and accurate landing. The approach is considered to be stabilised when the trajectory is centred on the runway, the speed stable and the straight approach slope leads towards the chosen aiming point.
The report on the accident to on 18 November 2022 at Couhé-Vérac, describes an approach made in a rush because the pilot was faced with heavy showers. On final, the aeroplane struck trees located fifty metres from the runway edge.
The report on the accident to on 10 September 2021 at Dijon-Darois aerodrome also illustrates the difficulty of carrying out a stabilised approach when the pilot rushes the aerodrome circuit. Here again, the pilot who lost control of the aeroplane was faced with degraded weather conditions.
The following reports also illustrate this theme:
- Accident to F-GOOF on 14 June 2023 at Pressignac-Vicq: Non-stabilised approach, long landing, runway veer-off, collision with obstacles.
- Serious incident to F-BVZU on 16 February 2023 at Bagnères-de-Luchon: Collision with trees on approach. In this occurrence, the approach was made at night on an unlit aerodrome.
It is also important to note that for these four events, other contributing factors linked to the strong desire to carry out the flight and flight preparation were identified.
Five people were fatally injured and two people were seriously injured in the occurrences mentioned.
This theme has already been covered in the 2021 and 2022 reviews.
4. Consequences of mechanical malfunctions
The report on the accident to on 23 August 2021 at Lille-Marcq-en-Bareuil, describes a loss of control following an engine failure after a touch-and-go. The engine failure occurred in the initial climb and was not a straight failure. In these circumstances, it can be difficult for a pilot, under the effect of surprise and stress, to choose between a forced landing straight ahead in the event of a major failure, or a suitable runway circuit if the power available allows the pilot to hold level flight.
The report on the incident to on 1 August 2021 at Avignon – Caumont, deals with the canopy being blown off in flight during aerobatic manoeuvres.
Occurrences related to the theme giving rise to reports published in 2023:
- Accident to F-GAAC on 24 February 2021 at Veuzin-sur-Loire: Loss of power en route, forced landing.
- Accident to N7977Y on 2 March 2021 at Courcelles-sur-Viosnes: Right engine shut-down in airport circuit, difficulty in holding level flight, forced landing in a field, in instruction.
- Accident to HB-KBX on 8 July 2022 at Culoz: Engine shut-down in flight, forced landing.
- Accident to F-BMFV on 26 February at Saint Roch Mayères mountain airstrip: Unable to adjust the engine power on short final, hard landing in the snow, in instruction flight.
- Accident to F-BUNQ on 29 May 2022 at Saône: Engine shut-down in base leg, forced off-field landing, failure of nose and right main landing gear.
- Accident to F-PCSA on 6 February 2023 at Carcassonne: Reduction in engine power in initial climb, loss of control, collision with the ground.
Two people were fatally injured and two people were injured in the occurrences mentioned.
Particular case of ditching following technical malfunctions
When the failure occurs over a stretch of sea, it is important that the pilot has taken measures to reduce the consequences of the ditching.
The report on the accident to on 5 March 2021 over the Mediterranean illustrates this point. The three occupants evacuated the aeroplane and took refuge in the lifeboat that had been on board the aircraft. The report describes the actions taken by the various parties involved.
The report on the accident to on 12 August 2021 off the Cannes coast, also illustrates this point. The pilot ditched in an area with a high concentration of boats and was quickly taken care of.
5. Pressure induced by the carrying of passengers and the group effect
Several accident reports published in 2023 address the context in which the flight took place. Private pilots are not necessarily prepared for the constraints associated with flights where they have to take charge of passengers they do not know or who are expecting a service they have paid for. The extra workload linked to the description of the flight and/or stress associated with the desire to carry out the flight can degrade the pilot's performance.
The mid-air collision between 37AHH and on 10 October 2020 at Loches is a reminder of the weakness of the "see and avoid" rule alone as a means of preventing mid-air collisions. The presence of airborne alert and collision avoidance systems on board F-BXEU and 37AHH might have helped the pilots identify the other aircraft. It is important to note that in this accident, none of the pilots were in contact with the flight information service.
The reports on the occurrences to , , and already mentioned above also discuss the specific context of the flight (introductory flight, cost-shared flight, club excursion flight).
Eleven people were fatally injured in the occurrences mentioned.
Others reports published in 2022
- Accident to F-GGYC on 23 May 2021 at Peyrolles-en-Provence: Loss of control during an aerobatic flight, collision with surface of a lake.
- Accident to F-PYZO on 9 April 2022 at Plouhinec: Total incapacitation of pilot, controls taken by passenger, forced landing in a marshy area.
- Accident to F-GDNU on 22 May 2023 at Langogne-Lespéron: Insufficient acceleration on take-off, take-off attempt, runway excursion.
- Accident to F-GUVU on 3 April 2023 at Annecy: Student-pilot hit by rotating propeller in parking area, in instruction.
Reminder of themes in previous years
- Insufficient knowledge or experience for flying in mountainous areas
- Get-home-itis
- Loss of control
- Solo flight and supervision
- Consequences of mechanical malfunctions
- Services for third parties
- Get-home-itis, pressure caused by the carrying of passengers and the ‘group effect’
- Incomplete flight preparation
- Insufficient experience
- Insufficient knowledge or experience for mountain flying
- Aircraft maintenance / Engine malfunctions
- Non-essential manoeuvres for the management of the flight
- Inadequate fuel management
- Lack of recent experience
- Taking of risks and non-essential manoeuvres for the management of the flight
- Rejected landing and go-around