Accident to the Robin DR400 registered G-ZIGI on 12/07/2022 at Niort

This is a courtesy translation by the BEA of the Final Report on the Safety Investigation. 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 the pilot’s statement and the flight path data from the SDVFR application used by the pilot. This information has not been independently validated by the BEA.

1. History of the flight

The pilot, accompanied by a passenger, took off from Le Touquet-Côte d'Opale airport (Pas-de-Calais) at 16:12 for a cross-country flight to Arcachon-La Teste-de-Buch aerodrome (Gironde). He estimated the flight time as being between 3 h and 3 ½ h.

He indicated that he began the flight on the main fuel tank.

When he passed abeam Mans (Sarthe) at around 17:30, the pilot selected the right fuel tank. When he passed abeam Saumur (Maine-et-Loire) at around 18:00, he selected the left fuel tank. At this time, the fuel indicator was showing that this fuel tank was full to maximum.

The pilot indicated that in cruise at FL 65 at 18:25, i.e. after a flight time of 2 h 13 min, and on approaching Niort, a red light illuminated on the warning panel and the engine immediately shut down.

The pilot thought that the engine had failed and gave priority to flying the aeroplane and heading towards Niort-Marais Poitevin aerodrome. During the descent, he thought that finally this aerodrome was outside his glide range. He then decided to carry out a forced landing in a field situated at 3.5 NM north west of the aerodrome[1].

The pilot emitted a Mayday message on the Poitier flight information sector frequency indicating that he had an engine failure and that he was going to carry out a forced landing.

On the approach to the chosen field, the pilot identified various obstacles and decided to land at the beginning of the field. On short final, he pitched up the aeroplane and fully extended the flaps.

The pilot indicated that the aeroplane touched down at a speed of 58 kt, and bounced several times during which the nose gear and then the main landing gear ruptured.

The aeroplane came to a halt on the nose. The pilot switched off the battery and evacuated the aircraft while helping the passenger.

2. Additional information

2.1. Aircraft information

The DR400-180 registered G-ZIGI is equipped with four fuel tanks: a main fuel tank holding 109 l of usable fuel, two wing tanks (left and right) each holding 40 l of usable fuel and an auxiliary fuel tank holding 50 l of usable fuel.

According to the flight manual, fuel consumption in cruise is between 33 and 38 l/h. With the main and wing fuel tanks full, the endurance is therefore between 5 h and 5 h 45 min. A full wing tank provides a fuel endurance of more than one hour.

In the event of an in-flight engine failure, the flight manual indicates, if the altitude is considered sufficient, to try and restart the engine and to:

• adopt the best glide speed (150 km/h);
• check that the fuel valve is “open”;
• activate the electric pump;
• set mixture to full rich;
• move the throttle lever by 1/4 of its travel forward;
• check that the magneto switches are on L+R (both).

It does not specify checking the fuel level in the selected tank or selecting another fuel tank.

2.2. Site and wreckage information

The wreckage was found at 170 m from the first marks showing contact with the ground. The examination of the fuel intake hose at the carburettor, by a mechanic from a neighbouring flying club seemed to indicate that it was empty.

Fuel was found in the main fuel tank, the two wing fuel tanks were found perforated and empty.

Figure 1: photo of wreckage (source: Niort aerodrome management)

2.3. Pilot information

The 66-year-old pilot held a Private Pilot Licence - Aeroplanes (PPL(A)) issued in December 2013, a valid SEP and a valid class 2 medical certificate without limitations.

He had logged 313 flight hours (around 200 hours on the DR400), including 204 hours as pilot-in-command and 11 h 41 min (all on the DR400-180) in the last 90 days.

2.4. Pilot’s statement

The pilot indicated that before departure, he had fully replenished the main, left and right fuel tanks by adding a total of 129 litres of fuel. He could not remember having visually checked the level in the fuel tanks, he added that it was possible that he had not completely topped up the left tank.

He added that he flew with an engine speed of between 2,300 and 2,400 rpm and that he did not modify the engine’s richness setting.

He also added that just before the failure, he had carried out a fuel briefing with his passenger. During this briefing, the level indication for the main tank was close to half and for the left tank, close to full. He had planned to carry out an intermediate leg to refuel at Royan-Médis aerodrome.

He specified that he believed that at the time of the failure, the low fuel level warning was not illuminated and that the left tank fuel gauge indicated that there was still fuel. He deduced from this that it was a technical failure of the engine.

He mentioned that during the flight, he thought that the red light that was illuminated corresponded to a low oil pressure alert. In hindsight, he thought that this light might have been the low fuel pressure alert.

He added that it was possible that the left tank had not been correctly topped up. He also specified that it was very probable that the fuel tank gauge was faulty as it always indicated a level close to full. Furthermore, he specified that he had had to change his route several times to avoid different zones and that the associated exchanges with the flight information unit might have focused his attention.