In 2024, the BEA published 22 reports regarding fatal microlight accidents which occurred between 2021 and 2023, in the following microlight classes: 

• three occurrences involving the paramotor microlights identified 26AKA , 44AXU and an unidentified PCO F3 Bi ;
• three occurrences involving the flex-wing microlights identified 63GB , 24TS and 21ANN ;
• nine occurrences involving the fixed-wing microlights identified 44AWF , 83AUA, 974PQ , 55JU , 44BDO , 12FS , 49ADC , 47IJ and 12HP;
• five occurrences involving gyroplane microlights identified 12CO , 65QX , 31XL , 02AHO and 29SR;
• two occurrences involving microlight helicopters identified 60ACX and 45ARJ.

These accidents resulted in the fatal injury to twenty-three people. In addition, eight people were injured, including two seriously injured. Six themes emerge from these reports. 

Several of these themes have already been identified in the review of the microlight accident reports published in 2023 , 2022 and 2021.

Figure 1: wreckage of 55JU (Source: BEA)

Some Key Figures

Note: one event can come under several occurrence categories. 

1. Get-home-itis, pressure caused by the carrying of passengers or the context of the flight 

The determination to arrive at destination can distort the risk assessment at departure and make the decision to divert or turn around difficult, all the more so as the destination gets closer. It seems essential to prioritize flight safety over reaching the destination: a diversion or a precautionary landing should be considered as solutions which generally lead to a positive outcome. However, each pilot must be aware of the difficulties that may exist in considering such alternatives when the situation has deteriorated: stress, fatigue, the presence of a passenger or any worries the pilot might have may affect his capacity of discernment and the accuracy of his actions.

The accident to the fixed-wing microlight 44BDO on 12 May 2023 at Saint-Pierre-Roche illustrates this theme: after a stay in Corsica, three pilots including the pilot of 44BDO, took off from Avignon. Two of the pilots headed towards Le Havre and the pilot of 44BDO to La Baule. All three had relied on the meteorological analysis of one of the pilots who considered that the flight was possible despite expected difficulties over the Massif central region. The pilot of 44BDO progressively climbed towards FL 125 before losing control, probably in the absence of external visual references, in a TCU or even CB cloud. The pilot did not regain control of the microlight which ruptured in flight. The determination to carry out the flight that day, mainly because of the worsening weather conditions forecast for the following days, amplified by the group effect, may have contributed to the take-off and continuation of the flight in adverse conditions for flight under VFR.

Other reports published in 2024 illustrating this theme:

• accident to the fixed-wing microlight 12HP on 30 September 2023 at Dragey-Ronthon: Get-home-itis, fuel exhaustion, activation of airframe parachute at low height, collision with ground, at night.

The pilot took off later than initially planned from Villefranche-de-Rouergue aerodrome to return to Dragey, continuing his flight at night. On arrival, he carried out three missed approaches probably because he was unable to see the runway. During the fourth runway circuit, the engine shut down due to fuel starvation. The pilot activated the airframe parachute at a height that was insufficient for it to be effective. The pilot’s determination to get to his destination to join his family led him to continue the flight at night;

• accident to the fixed-wing microlight 44AWF on 18 November 2021 close to Meaux: Attempted turn-around to departure aerodrome at low height, collision with an antenna in adverse meteorological conditions for flight under VFR.

This occurrence illustrates that, in certain cases, a strong desire to fly can impair a pilot's lucidity, leading him to minimize identified or reported risks. The pilot decided to take off despite the controller's warnings about adverse weather conditions for flight under VFR. 

Sometimes, flying in a group or the presence of a second pilot on board can also influence a pilot's decisions. The accident to the fixed-wing microlight 83AUA on 20 June 2022 at La Mure-Argens illustrates the pressure an organiser of a group excursion may feel. The pilot explained that, as group leader, he felt obliged to scrupulously follow the take-off instructions provided by the strip operator. He thus turned onto the crosswind leg early, and as he climbed, facing the terrain and without the natural horizon, his pitch attitude gradually increased until it reached 20°. The microlight failed to gain sufficient height and came into contact with the ground. This accident also serves as a reminder of the specificities of mountain flying. 

Another report published in 2024 illustrates this theme:

• accident to the flex-wing microlight 24TS on 20 August 2023 at Brantôme-en-Périgord: Collision with a power line.

During a group flight to pay homage to the creator of the Valeuil microlight strip, the pilot, on arriving close to the runway, separated from the group, descended and collided with a power line.

2. Medical aspects

From a medical point of view, microlight pilots benefit from a fairly unrestrictive regulatory framework that is comparable to that of common sport activities. However, like all pilots, they are exposed to the stresses inherent in carrying out an aviation activity (acceleration, hypoxia, etc.). If they do not ask themselves whether their state of health is compatible with this activity, pilots may be unaware that the safety of the flight is at stake and that they and their passengers are exposing themselves to a major risk.

It is also important that pilots assess their ability to pilot their aircraft before each flight. For example, the FFPLUM editorial BSV No 56 includes a personal health checklist “MAFORME”.

In five reports published in 2024, the pilot’s fitness to fly is questioned. In addition to the proven medical incapacitation during the accident to the fixed-wing microlight 49ADC described in detail in the commercial flight section, there is also the accident to the gyroplane microlight 29SR on 2 October 2023 at Morlaix. During the landing run, the gyroplane tipped onto its side at low speed. The autopsy revealed a major cardiovascular pathology. The 74-year-old pilot had diffuse arterial lesions, particularly in his coronary arteries, which had been bypassed. He was at risk of death at any time and had flown with a passenger shortly before the accident. A member of the FFPLUM since 1999, he had provided a medical certificate without contra-indications at the end of 2017. He renewed his “leisure” license every year without a new medical certificate following negative responses to the “QS-Sport” health questionnaire (cerfa 15699). The health-sport questionnaire, filled in truthfully, can help pilots to realize the importance of an aeromedical risk assessment. However, this QS-Sport questionnaire only takes into account “new” problems over the last twelve months, and not the evolution of previous pathologies. 

If there is any doubt, it is important for pilots to consult their GP, who is responsible for their regular medical check-ups. Moreover, a federal doctor is available to FFPLUM members to examine with them, the aspects of their medical condition relating to flying microlights. 

Other reports published in 2024 illustrating this theme:

• accident to the fixed-wing microlight 55JU on 16 April 2023 at Billy-sous-Mangiennes: Loss of control on short final, collision with ground. 

The pilot lost control of his microlight while on final. The 78-year-old pilot had not flown for seven years for medical reasons. The autopsy revealed the existence of numerous advanced arterial lesions, particularly in the aorta. In the heart, the coronary arteries showed numerous narrowings of up to 80% to 90%. This can lead to faintness or even death in the event of stress or effort;

• accident to the fixed-wing microlight 44BDO mentioned above: Loss of control in cruise without external visual references, in-flight rupture of microlight.

The pilot lost control in cruise in degraded meteorological conditions. The pilot had cardiovascular risk factors, including a sleep apnea syndrome. The report concluded that given the pilot's state of health and the prolonged flight at altitude, a deterioration in the pilot's performance could explain the failure to regain control of the microlight and the failure to use the airframe parachute. The autopsy report also mentioned the presence of CBD (cannabidiol) in the pilot's body. The impact of CBD, a psychotropic substance, on safety and the perception of danger has not been documented by any scientific study. Assessment is therefore based on the pilot's perception. In a demanding environment such as flying, it cannot be currently ruled out that these substances may alter a pilot's ability to detect and deal with a deteriorating situation;

• accident to the flex-wing microlight 63GB on 22 May 2022 at Le Puy-Loudes: Collision with a building while flying at low height in instruction.

The pathologies of the instructor (aged 75) and the student pilot (aged 54) are mentioned, but no direct link with the occurrence has been established.

Of the twenty-two reports published, eight fatal accidents involved pilots aged over 70, including four instructors. Besides any pathologies, the age of several pilots led the BEA to consider the impact of ageing given the associated inexorable deterioration of some abilities. Vision, hearing, proprioception and dexterity are going to progressively diminish, in ways that are specific to each individual. The body will develop compensatory mechanisms to offset these deficiencies. Acquired aeronautical experience can also partially offset them. As a result, the ageing subject may remain “fooled” for a long time by the reality of this deterioration, and may not be aware of the limits of these temporary compensation mechanisms.

3. Particular case of commercial flights

In 2024, two reports concerning commercial passenger services were published. This activity is characterised by the exposure of third parties to the risks inherent in non-certified light aviation and by an increased workload for the pilot. What's more, on sightseeing flights, pilots may be keen to give passengers a memorable flying experience. This can lead to manoeuvres not necessary for the management of the flight, with the risk of flying outside the aircraft's flight envelope. During the accident to the flex-wing microlight 21ANN on 5 October 2023 at Vignoles, the pilot carried out manoeuvres at a very low height thereby reducing safety margins. During a pull-out after a low pass, the flex-wing microlight stalled at low speed and started tumbling. In 2023, the BEA also published a report concerning a flex-wing microlight which started tumbling during a commercial flight. 

During the accident to the fixed-wing microlight 49ADC on 30 July 2023 at Cholet, the pilot suffered a medical incapacitation that substantially reduced his capabilities, and lost control of his microlight. A few days before the accident, the pilot had felt pains in his chest and left arm, which he could no longer close. Over the following days, the pain eased and on the day of the accident, he felt that his condition would allow him to fly and take passengers, in particular in the scope of a commercial flight.

4. Risk taking - Non-essential manoeuvres for the management of the flight

This theme is regularly covered by the BEA, in particular in the 2023 microlight review which refers to the air safety report published by the DGAC in 2018. This report mentions certain factors that contribute to risk-taking, including wanting to put on a form of show for third parties on the ground, or even for the passenger, or the search for thrills. During the accident to the microlight helicopter 45ARJ on 20 September 2023, the pilot, also an instructor, flying at a low height, collided with the ground. According to the statements gathered, as well as data from previous flights, this was a frequent practice for the pilot.

Flying at a low height leaves the pilot with few possibilities of recovering from an accidental situation, whatever the pilot's level of experience and dexterity. 

The accident to the flex-wing microlight 21ANN mentioned above also serves as a reminder that during sightseeing flights, pilots may be keen to give passengers a memorable flying experience. This can lead to manoeuvres that are not necessary for the management of the flight, with the risk of exiting the aircraft's flight envelope.

Other reports published in 2024 illustrating this theme:

• accident to the gyroplane microlight 02AHO on 30 September 2023 at Mardeuil: Collision with a power line during low-height flight;

• accident to the flex-wing microlight 24TS on 20 August 2023 at Brantôme-en-Périgord: Collision with a power line.

In the accident, the pilot was flying at a low height close to Valeuil microlight strip on a flight path into the sun which probably limited his detection of obstacles such as power line cables.

5. Identification and analysis of threats before flight

The analysis after the occurrence shows that not identifying and analysing threats before the flight is often a contributing factor to an accident. 

In the safety bulletin for microlight pilots (page 37), FFPLUM introduces the mnemonic I.P.A.D.E to help pilots identify threats. When a pilot identifies an accumulation of threats and realises that the means at his disposal to deal with them are insufficient, it is important that he is in a position to abandon the planned flight.

This approach, comparable to TEM (Threat and Error Management), can be used to: 

• identify threats specific to the planned flight, whether observable and known (adverse weather, heavy aerodrome traffic, etc.), observable but unexpected (engine failure, etc.), or latent;

• and to implement a proactive strategy to manage these threats and errors (use of checklists, coaching by an instructor, re-training, etc.).

Reports published in 2024 illustrating this theme:

• accidents to 44BDO , 44AWF and 49ADC already mentioned above;

• accident to the paramotor microlight 26AKA on 1 September 2023 close to Ribérac-Tourette aerodrome: In-flight loss of control, twisting of risers, collision with ground. 

The pilot had a small amount of experience in flying a recently acquired, high-performance wing. He undertook a flight in turbulent aerological conditions, the wing risers wound around each other and the pilot was unable to slow down the rotation;

• accident to Pou du ciel 47IJ on 14 August 2023 at Fontet: Loss of control on approach, rupture of the wing during a pull-out, collision with the ground, fire.

The pilot had just obtained his fixed-wing certificate and had flown 30 h. He lost control during his first flight on a 2-axis microlight;

• accident to the fixed-wing microlight 974PQ on 6 August 2022 at Saint-Paul: Loss of control on final during a simulated engine failure exercise, collision with ground, in instruction.

During a dual-control “S” approach exercise, the crew lost control of the microlight at low height close to the runway threshold. The incompletely secured RH seat may have prevented the instructor from effectively taking the controls during the loss of control. 

6. Survival aspects: safety belt and airframe parachute

The BEA database holds eight occurrences since 2013, concerning the non-use of seatbelts. If a seatbelt is incorrectly adjusted or incorrectly fastened, there is a risk of the occupant striking the instrument panel or windshield or even of being ejected. A video by the NASA research centre shows the different effects that lap belts and shoulder straps have. 

The accident to the fixed-wing microlight 83AUA mentioned above illustrates this safety theme: the passenger was very probably only wearing the lap belt and not the shoulder straps. On impact, he was thrown forward and ejected from the cockpit. 

The seatbelt is designed to hold occupants in their seat and, according to the type of belt, to stop them from being projected forward. It is therefore recommended that the pilot reminds all passengers of how the seatbelt functions and checks that they are correctly adjusted and fastened during the safety briefing, even for passengers such as pilots or student pilots who are supposed be familiar with them.

Other reports published in 2024 illustrating the safety belt theme:

• accident to the fixed-wing microlight 974PQ mentioned above:

The crew lost control of the microlight at low height. The fact that the seat was not locked and therefore not integral with the microlight frame might have had an impact on the instructor's chances of survival;

• accident to the flex-wing microlight 21ANN mentioned above:

When the flex-wing turned over onto its back, one of the pilot’s lap belt straps slipped and was freed from the buckle. The pilot who was no longer fastened in his seat was then ejected.

The airframe parachute theme has already been covered in the 2023 and 2021 microlight reviews. Several investigations found that there was late deployment or no deployment of the airframe parachute in a context in which this device could have lessened the consequences of the accident.

The accident to the fixed-wing microlight 12HP on 30 September 2023 at Dragey-Ronthon, mentioned above, illustrates this safety theme. At night, in a difficult situation, the pilot activated the microlight’s airframe parachute at a height that was probably less than the minimum height for using the parachute.

Another report published in 2024 illustrates the airframe parachute theme:

• accident to the fixed-wing microlight 44BDO mentioned above.

Others reports published in 2024: 

Reports concerning paramotor microlights:

• accident to 44AXU on 23 September 2023 at Blain: Collision with a power line.

The investigation was not able to determine why the pilot was flying at a low height. The pilot found himself with the sun ahead of him. Being visually hampered by it, the pilot was probably not able to detect, or detected belatedly, the presence of the power line;

• accident to the unidentified paramotor microlight on 14 September 2023 at Beaulieu-sur-Loire:Loss of control, collision with vegetation and then ground. 

The investigation was not able to determine the reason for this loss of control. It is possible that the pilot had identified a malfunction on the microlight on taking off, potentially compromising the controllability and that he had wanted to return and land on the microlight strip. It can be envisaged that he then lost control of the microlight during the approach.

Report concerning a fixed-wing microlight:

• accident to 12FS on 17 June 2023 at Montpezat d’Agenais: Loss of control on approach, collision with ground, fire.

The pilot carried out a missed approach and the microlight stalled in the turn. The pilot probably did not monitor his airspeed indicator and allowed the speed to decrease during a manoeuvre to gain altitude without an increase in power.

Reports concerning gyroplane microlights:

• accident to 12CO on 14 August 2021 at Arceau-Arcelot: Loss of altitude, collision with ground, post-impact fire, in instruction. 

The flight path described by the student pilot seams to correspond to flight on the backside of the power curve. The investigation was unable to understand why the instructor did not seem to react to this abnormal situation;

• accident to 65QX on 23 September 2022 at Geville: Insufficient rotor speed, flapping of rotor blades, runway overrun during take-off run.

The investigation was not able to determine why the pilot started the take-off run with an insufficient rotor speed;

• accident to 31XL on 9 October 2022 at Saint-Élix-le-Château: Disordered movement of the main rotor blades, damage to the gyroplane, loss of control, collision with the ground.

The investigation was not able to determine the reason for the disordered movements of the main rotor blades. It cannot be excluded that one of the blades struck a foreign object.

Report concerning a light helicopter microlight:

• accident to 60ACX on 16 February 2021 at Ercuis: Loss of control while turning in cruise, collision with vegetation and then ground. 

The investigation was not able to determine the reasons for this loss of control. As a lesson, although it is not possible to affirm that it contributed to this accident, the use of a telephone, or an object falling in the cockpit (tablet or telephone, for example) may distract a pilot's attention to the detriment of flight management. The aircraft may then take an unusual attitude which may surprise the pilot.

Reminder of themes in previous years

2023

1. Airframe parachute

2. Group effect

3. Services for third parties

4. Risk taking - Non-essential manoeuvres for the management of the flight

5. Medical aspects

6. Management of aerological conditions, turbulence

7. Aircraft maintenance

2022

1. Aircraft maintenance
   1. Management of aerological conditions
   2. Attempts to turn around after engine power reduction on take-off
   3. Stall in a fixed wing microlight

2021

1. Insufficient experience
   1. Medical aspects
      1. Taking of risks and non-essential manoeuvres for the management of the flight
      2. Airframe parachute
      3. Aircraft maintenance
      4. Stall in a fixed wing microlight
2. Medical aspects
   1. Taking of risks and non-essential manoeuvres for the management of the flight
   2. Airframe parachute
   3. Aircraft maintenance
   4. Stall in a fixed wing microlight