Accident to the Robin DR400 - 135 registered F-HCPM on 01/07/2021 at Perpignan Rivesaltes (Pyrénées-Orientales)

Cat. 3 investigation report: report concerning an occurrence with limited consequences, based on one or more statements not independently validated by the BEA.

This is a courtesy translation by the BEA of the Final Report on the Safety Investigation published in September 2021. 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 pilot. This information has not been independently validated by the BEA.

1 - HISTORY OF THE FLIGHT

The pilot, accompanied by three passengers, took off from runway 31[1] of Perpignan Rivesaltes aerodrome, after carrying out the engine tests. During the take-off run, he noted that the speed was increasing slowly and had not exceeded 100 km/h[2]. He tried to take off and the stall warning sounded twice. The pilot rejected the take-off. As he realized he would not be able to stop before the end of the runway, he turned right and the aeroplane veered off the runway. The pilot then turned left to try and avoid the jet-blast deflectors. The right wing struck a sign. The pilot and the passengers evacuated the plane and the aerodrome emergency service took care of them.

2 - ADDITIONAL INFORMATION

The 59-year-old pilot held a PPL(A) aeroplane private pilot licence issued in May 2018 and had logged 146 flight hours of which 7 hours in the previous 3 months and 6 hours on type.
The weather conditions provided by the ATIS were as follows: wind from 160° at 3kt, CAVOK, temperature 24° C. The controller indicated wind from 080° at 4 kt when giving the clearance for take-off.
The aeroplane was equipped with a Technify Motors GMB TAE 125-02-99 type diesel engine.
During the occurrence, the weight and balance of the aeroplane were within the limits defined by the manufacturer. According to the weight sheet, the aeroplane’s weight before take-off was 980 kg. The maximum take-off weight is 1,000 kg.
The last “100-hours“ type maintenance inspection was on 21 April 2021. In particular, the brake pads were changed. The aeroplane had flown less than 50 hours since then.
The examination of the brakes by the maintenance workshop showed overheating of the brake pads as well as an abnormal amount of dust indicating that the brakes had been used recently for a long period.
The FADEC data was downloaded and analysed. It indicated that the engine rating was excessive while taxiing and nominal during the take-off run. The excessive engine rating while taxiing can be explained by a continuous use of the brakes during this phase. If the brakes are also operated during the take-off run, the acceleration is affected, and the rotation speed might not be reached.
The pilot did not think he had used the brakes continuously while taxiing or during the take-off run. He indicated that he had had his heels on the floor and that he had only pushed on the brakes to steer the plane on the ground. He added that he had warned the passenger in the front seat not to touch the controls and especially the rudder pedals.
The pilot indicated that he thought that by taking the weight off the aeroplane he could reach the rotation speed and take off. He considered that it took him too long to understand that there was a problem and that he had not rejected the take-off in time.
It should be remembered that during the pre-take-off briefing, the item “Failure on take-off” is meant to prepare the pilot for the possibility of a failure and to activate in his short-term working memory the information and actions to be performed, this phase being very dynamic.