What happened
On 17 October 2016, a Reims Cessna F150M, registration G-BDZC, departed from Bourn Airfield in Cambridges．brs. The aircraft was performing a private flight with the pilot and one passenger. During the takeoff roll on Runway 18, the aircraft became airborne but failed to gain sufficient altitude. Observers noted that the aircraft was flying at a low level above the runway without climbing. As the aircraft approached a line of trees at the end of the runway, the nose pitched up and the aircraft entered a left turn. The left wing dropped, and the aircraft entered a steep, nose-down descent, eventually striking the ground in a near-vertical attitude. The pilot sustained fatal injuries, while the passenger suffered serious injuries.
The investigation
The AAIB investigation focused on the aircraft's configuration and the pilot's procedures. Examination of the Reims Cessna F150M revealed that the wing flaps were found at their maximum 40-degree deflection. The investigation established that the flap selection switch on this specific model lacked a visual indicator of the selected position, unlike the similar C152 model.
Investigators also reviewed the pilot's amended checklist, which had altered the sequence of engine start procedures. It was noted that if the master switch was kept off until just before engine start, the pilot would have been unable to verify the flap position during the 'Flaps - Up' checklist item. Furthermore, the aircraft was found to be approximately 40 kg above its maximum authorised weight. The investigation also examined the electrical system, finding that a short circuit caused by impact damage had prevented responders from turning off the aircraft's electrical power.
Findings
- The takeoff was attempted with the flaps unintentionally set to the 40-degree position.
- The excessive drag produced by the full flap setting prevented the aircraft from achieving a safe climb.
- The aircraft was operating approximately 40 kg above its maximum authorised weight.
- The pilot's amended checklist likely prevented the verification of the flap position during pre-takeoff checks.
- The lack of a visual flap position indicator on the G-BDZC switch contributed to the error.