Accident to the Pipistrel Velis Electro SW128 registered F-HGAH on 30/05/2022 at Aix-les-Milles

This is a courtesy translation by the BEA of the Final Report on the Safety Investigation (September 2022). As accurate as the translation may be, the original text in French is the work of reference.

Note: the following information is principally based on statements made by the student pilot, the instructor and the air traffic controller. This information has not been independently validated by the BEA.

1. History of the flight

After two runway circuits in dual command, the instructor authorized the student pilot to carry out her first solo flight. The latter dropped off the instructor, who went to the control tower to supervise the flight by radio while the student pilot lined up and took off for a runway circuit. At the end of the circuit, she joined the final for a full stop landing on paved runway 32[1]. As she was a little too high above the slope, she went around for a second runway circuit. The instructor intervened on

At the end of the downwind leg, she turned onto the base leg at 70 kt and then completely reduced power and started to descend at 65 kt. In the last turn, she fully extended the flaps and aligned on final, aiming for the second arrow before the threshold stripes[2]. She began the flare at 60 kt (wind from 340° at 2 kt). The aeroplane made a three-point touchdown on the runway at the intersection with taxiways A and D located 120 m after the displaced threshold, and then bounced to the left. The instructor, on the radio, asked her to go around. At the same time, the student pilot initiated a go-around after the first bounce. The aeroplane rolled to the left, then the wing touched the ground. The aeroplane performed a ground loop and came to a stop in the grass to the left of the runway. The right main landing gear was broken. The propeller and the tail boom were also damaged. After the aeroplane came to rest, the student pilot noticed electrical crackling coming from behind the seats, accompanied by a burning smell and a small amount of white smoke. She switched off the electrical power sources, evacuated the aeroplane unaided and waited for assistance. When the ARFF service intervened, the smoke and crackling had stopped. The ARFF officers then disconnected the batteries.

The student pilot explained that the aeroplane was lighter and more manoeuvrable due to the instructor no longer being on board. She indicated that she had never been able to fly a dual flight with a lighter weight: as the aeroplane does not carry fuel, it is not possible to adjust its weight by adjusting fuel loads.

When she went around, there was an immediate engine effect with a large roll to the left which she was unable to counter. She indicated that she pushed the power lever all the way forward after the bounce and applied full right rudder[3], with the stick pulled aft, without changing the flap configuration. According to the instructor, the immediate response of the electric engine combined with the low speed quickly caused a significant left roll effect, which was difficult to counter.

2. Additional information

2.1. Licences and experience

The 37-year-old student pilot began her practical training as a private pilot in October 2021. She had logged approximately 84 flight hours of which 21 h were on type and 12 h and 15 min in the previous three months of which 9 h and 20 min were on type. She had received specific theoretical training on the SW128 variant, in accordance with the theoretical training programme developed by PIPISTREL "DOT-128-00-11-401-Virus SW128 Difference Training Programme"[4].

The 46-year-old instructor held a CPL(A) commercial pilot licence issued in 2010 and an FI instructor rating issued in November 2021. He had logged 189 flight hours of which 93 h were on type, and 76 h in the previous three months of which 50 h were on type.

2.2. Aeroplane information

The Velis Electro SW128 is a variant of the Virus SW121 (version with combustion engine), equipped with an electric engine providing a maximum take-off power of 65 kW and a maximum torque of 220 Nm at 2200 rpm. According to the manufacturer, the Velis Electro engine delivers instant power.

According to the manufacturer's flight manual, in solo flight, the minimum weight of the pilot must be 34 kg. The maximum take-off weight is 600 kg for a payload of 172 kg[5].

The flight manual indicates to reduce power completely in the downwind leg, abeam of the runway threshold, to extend the flaps to the first flap detent below 81 kt and then to maintain a speed of 65 kt. On final, the pilot should extend the flaps to the second flap detent[6] below 65 kt and maintain 60 kt. The manual recommends touching down first on the main landing gear with the power control in idle to reduce the landing speed, and then gently lowering the nose gear once the aeroplane speed has decreased.

In the event of a balked landing, it is recommended to apply full power, and climb at 59 kt and then, after clearing the obstacles, to retract the flaps and accelerate to the normal climb speed of 75 kt.

​​​​​​​2.3. Measures taken by the operator

FLY PROVENCE has decided to integrate this event into the Threat and Error Management for all Velis pilots in training or already qualified, within the flight school. Before carrying out supervised solo flights, student pilots will be reminded about the speed to be adopted on final, the difficulty of compensating for an excessive speed on final when the aeroplane is light, and the go-around procedure in case of a balked landing.