Gliders - 2023
In 2023, the BEA published 15 reports regarding glider or tug accidents and incidents. Of these 15 published reports, 6 are mainly, even solely, based on the pilot’s statement (“desktop” type investigations). A summary of these “desktop” investigations is available on the BEA website.
The accidents resulted in the fatal injury to one person. Another person was seriously injured.
Six themes emerge from these reports.
Several of these themes have already been identified in the glider accident reviews published in 2022,2021 & 2020.
1. Safety margin in relation to terrain
It is usual for a glider to use uplifts close to the terrain. The safety margins are reduced and the manoeuvring height does not always permit the pilot to regain control of the glider in the event of an unforeseeable event.
The Safety in Mountain Flying guide available on the CNVV website sets out the essential recommendations for mountain flying. In particular, it addresses the techniques of flying near the terrain and aerological traps.
A favourable environment for uplifts does not always guarantee their presence, it is thus necessary to maintain a sufficient height margin.
The report concerning the accident to F-COKE on 15 August 2022 at Aillon-le-jeune illustrates this safety theme.
Similar occurrence published in 2023:
- Accident to F-CXBD on 22 April 2022 at Col du Portillon pass
These accidents did not give rise to corporal injury.
This theme was identified in 2022 with one published report concerning an accident with no corporal injuries, in 2021 with five published reports concerning accidents in which two people were fatally injured and one person was seriously injured, and in 2020 with five published reports concerning accidents in which three people were fatally injured, one person was seriously injured and two people were more slightly injured.
2. Always having a precautionary landing option
It is important that at all times the pilot has the possibility of reaching an aerodrome or safe landing area during cross-country flights.
The report concerning the accident to F-CPAT on 16 August 2022 at Gruffy illustrates this safety theme. In this occurrence, the pilot searched for lift in an unfavourable area given the aerological conditions at that time of the day. The continuation of manoeuvres in this sector meant that the pilot was no longer flying locally to nearby aerodromes and no longer had the possibility of carrying out an off-field landing in a suitable field.
One person was fatally injured in this occurrence.
This theme was identified in 2020 with two published reports concerning accidents in which one person was seriously injured.
2. Rigging, pre-flight check and performance of before take-off safety actions
The pre-flight check and the performance of before take-off safety actions are a means of ensuring that the glider has been correctly rigged and is in the correct configuration.
In 2019, the European Aviation Safety Agency (EASA) published Safety Information Bulletin (SIB No 2019-07) about good practices regarding glider rigging. This bulletin, only published in English, was adopted and translated into French in the Actions Vitales bulletin of June 2019 published by the French glider federation (FFVP). In this document, the importance of being familiar with the type of glider, in particular for older types, is especially mentioned. It is also specified that after rigging, the checks must include the securing of the connections (pin or other system). It is indicated that the connections which are not correctly secured may go undetected in positive control checks: the correct attachment can only be checked by a manual inspection by turning, pulling or shaking the bolt and by carrying out an additional visual inspection. Several types of connections and locking systems are described in this SIB. This document was modified following the accident to F-CIEA on 27 April 2022 at Seyne-les-Alpes which illustrates this safety theme.
This accident did not give rise to corporal injury.
What’s more, the use of the CRIS checklist, which has been standardized at FFVP club level, permits the user to check the configuration of the glider and all the safety items before take-off.
This theme was identified in 2020 with five published reports concerning accidents in which two people were fatally injured and two people were seriously injured.
3. Aborting a winch take-off following the rupture of the cable
When aborting a winch take-off, the pilot must release the cable and simultaneously take a nose-down attitude in order to seek the optimum approach speed. When this occurs at an intermediate height (between 100 and 200 m), the pilot must quickly assess the height and opt for one of the following solutions accordingly: landing straight ahead or carrying out a suitable runway circuit.
Aborting a winch take-off at an intermediate height can therefore prove difficult, as it requires very rapid and precise actions and decision-making. The before take-off briefing, taking into account the conditions of the day (in particular weather conditions and the configuration of the runway and its environment), is supposed to help reactivate short-term memory when the situation requires it.
The report concerning the accident to F-CBLG on 17 September 2022 at Graulhet-Montdragon illustrates this safety theme.
This accident did not give rise to corporal injury.
4. Use of engine in flight
Glider engines are not as reliable as aeroplane engines. Anticipating a start-up fault would give the pilot the time to repeat the procedure if it did not work the first time, or to retract the propeller. Anticipating the degradation in glider performance when flying with the propeller extended and the engine shut down will allow the pilot to land safely if the engine does not start. Moreover, the actual lift-to-drag ratio of a glider with the propeller extended and the engine shut down can be estimated during a dedicated flight.
The report concerning the accident to D-KWAY on 25 July 2022 at Aspres-sur-Buëch illustrates this safety theme.
This accident did not give rise to corporal injury.
5. Managing vertical profile on final approach
To limit the effects of an aerological phenomena on final approach (turbulence, wind shear), the glider's speed should be increased to maintain a sufficient safety margin in relation to the stall speed.
The report concerning the accident to ZS-GDE on 15 July 2022 at Château-Arnoux Saint Auban illustrates this safety theme.
Similar occurrence published in 2023:
- Accident to D-6423 on 27 June 2021 at Aubenasson: Passing below the approach slope shortly before landing, abnormal contact with the ground.
One person was seriously injured in the occurrences mentioned.
Others reports published in 2023
The pilot of the glider, during a cross-border cross-country flight, unintentionally entered class D controlled air space and thus did not contact the control unit. His flight path entered into conflict with that of a twin-engine business jet on an IFR approach to a nearby aerodrome. The conflict was detected and avoided by the crew of this aeroplane solely due to their external visual surveillance, a useful but often insufficient safety barrier. This serious incident is a reminder of the importance of always having the transponder switched on (the case of gliders being particular) in that it enables the controller to detect this type of conflict earlier and, as a last resort, activates the TCAS advisories on board aircraft thus equipped.
Reminder of themes in previous years
- Pilot incapacitation
- Unusual position of glider in tow
- Safety margin in relation to terrain
- Confusion between controls
- Prevention of cartwheel (loss of control during take-off run)
- Safety margin in relation to terrain
- Start of search and rescue operations in the event of an accident
- Unusual position of glider in tow
- Pilot incapacitation
- Detecting obstacles
- Safety margin in relation to terrain
- Pre-flight check and performance of pre-take-off safety actions
- Prevention of cartwheels (loss of control during take-off run)
- Always having a precautionary landing option
- Reconnaissance and detecting obstacles during an off-field landing