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Safety together

Light aeroplanes - 2022

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In 2022, the BEA published 73 reports concerning light aeroplane accidents, 62 of these reports concerned aeroplanes with a maximum take-off weight (MTOW) of less than 2.25 t. Thirty-five of the 73 reports were based essentially, if not solely, on the pilot’s statement. Twenty accidents resulted in injuries, with 30 people fatally injured and 9 people injured or seriously injured. Five topics are particularly dominant in these reports.

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1. Insufficient knowledge or experience for flying in mountainous areas

Mountain flight has environment-related specificities, such as unusual visual references due to the loss of the natural horizon, reduced operational performance, complex and changing aerological conditions, or restricted space. Specific knowledge and skills are required to fly safely in this hostile and demanding environment.

The report concerning the accident to F-GSBS on 12 September 2020 at Pas de la Coche during an initiation flight illustrates this safety topic with the aircraft entering the back side of the power curve during the last minutes of flight before the collision with the terrain. The Training and Safety Prevention Commissions of the FFA (French Aeronautical Federation) have published two documents giving practical rules relating to Plain pilots and mountain flying (in French) and Climbing performance in mountain flying (in French), recalling good practice and points to watch out for.

Similar occurrences for which reports were published in 2022:

It should be noted that these three accidents involved pilots affiliated to aero clubs or training organisations located near the accident site. This topic was already addressed in 2021.

Eight people were fatally injured and one was seriously injured in the above-mentioned occurrences.

2. Get-home-itis

In 2022, two reports showed the pilot’s determination to reach his/her destination. The accident to F-GFGO on 16 February 2020 at Creissels illustrates this safety topic with a flight in which the pilot lost control of the aeroplane in adverse weather conditions for visual flight. As in the majority of such accidents, the consequences were severe, all four occupants were fatally injured.

In the section entitled Get-home-itis, pressure caused by the carrying of passengers and the “group effect” of its 2021 review of light aircraft accidentology, the BEA addressed the notion of get-home-itis more broadly, with three other related accidents . The FFA also developed this notion in its Practical rules No. 28 of July 2020 relating to get-home-itis and obstination.

An occurrence on the same topic gave rise to a report published in 2022:

Five people were fatally injured in the two above-mentioned occurrences.

 

3. Loss of control

The term loss of control is frequently used in reports. To refine the analysis, it is interesting to look at the flight phases in which they occurred.

Except for losses of control during landing, taxiing and take-off runs, the consequences of a loss of control are often severe, as the energy of the collision with the ground is high.

     3.1 Loss of control in aerobatic flight

In these cases, the consequences are often serious because the energy during the accident is high. Examples include the accident to F-PTTL on 4 July 2020 at Marcé and the accident to F-GPVI on 28 March 2021 at Villeneuve sur Lot. It should be noted that for the latter accident, the investigation report addressed the topic of improvised manoeuvres and impaired judgment in the presence of third parties on the ground.

Three people were fatally injured in the above-mentioned losses of control.

        3.2 Loss of control during initial climb, on approach or during a go-around

During these flight phases, the pilot must manage the aircraft's flight path while being prepared for the unexpected. Discussing potential threats and solutions to deal with them, during the briefing, can help, when the time comes, to quickly find the information needed for immediate action.

The report concerning the accident to F-HRDM on 12 June 2021 in Wambrechies illustrates this topic. During the initial climb, the pilot and instructor lost control of the aeroplane while performing a turnaround to return to the runway after a problem in the cabin during take-off.

The report concerning the accident to N918SE on 28 September 2020 at Chevillotte deals with a go-around after an unstabilised approach in IFR flight.

Occurrences on the same topic giving rise to reports published in 2022:

The accident to G-CLDO on 12 May 2019 at Montmorillon was the result of a loss of control after a rejected landing. This topic was also mentioned in the 2021 review.

Another occurrence is the loss of control following a bird strike involving F-GNNE on 18 April 2021 at Saint Pathus. In this case, the report states that the aeroplane was probably very difficult to control after the collision with a great cormorant.

Twelve people were fatally injured and one was seriously injured in the above-mentioned losses of control.

      3.3 Loss of control on the ground during take-off, landing or taxiing

During these flight phases, the aeroplane is flying at a low height and low speed; the losses of control observed do not usually end in a head-on collision with the ground or an obstacle. The consequences are often less severe. Mostly material damage is reported, although in rare cases people on board may be injured.

The following reports illustrate this topic:

During take-off:

During landing: 

Other accidents that occurred during the landing run concerned F-HJOC , F-BNPI , F-BLFK and F-BNJO (reports based only on the pilots' statements).

4. Solo flight and supervision

Solo flight is an essential part of pilot training. It allows the student pilot to implement all the skills and knowledge provided by her/his instructors. For the instructor, numerous conditions must all be met to let the student fly solo. However, despite these precautions, some accidents do occur.

In the report concerning the accident to G-CBGC on 2 November 2020 off Cannes aerodrome, the reader can find information concerning the supervision of solo flights carried out at night.

Occurrences on the same topic giving rise to reports published in 2022:

Lastly, in the report concerning the accident to the electrical-powered aeroplane,  F-HGAH on 30 June 2022 at Aix-les-Milles, the pilot indicated that she was surprised by the aeroplane’s behaviour when flying it with a low weight, once the instructor was no longer on board.

On this topic, the DGAC (French civil aviation authority) has published a guide for instructors on the supervision of solo flights. 

One person was fatally injured and one was injured in the above-mentioned occurrences.

The accident to F-ORVY is a special case because it was not a solo flight authorised by the training organisation, and because the circumstances of the disappearance of the aeroplane and its pilot suggest that it might have been intentional.

5. Consequences of mechanical malfunctions

In 2021, a topic concerning aeroplane maintenance and engine malfunctions was identified. This topic is confirmed in 2022. In six occurrences, pilots were confronted with a loss of power or even an engine shutdown, which forced them to make a forced landing or a ditching.

On this subject, the report concerning the accident to F-HPMO on 5 September 2021 at Bedous can be consulted. During this flight, the pilot was forced to land in a field because the engine was not providing power due to a faulty electrical supply resulting from inadequate maintenance. This problem had already been reported on a previous flight.

The report concerning the accident to F-HFBR on 17 March 2021 at Pessac, particularly addresses the exceedance of the 50-hour inspection intervals (including in the time between overhaul (TBO) extension period) and the non-application of the manufacturer's recommendations in the event of a lengthy downtime.

Occurrences on the same subject giving rise to reports published in 2022:

There were no fatal accidents in the above-mentioned accidents.