History of the Flight
On Monday 7 October 2024, a Cirrus SR22 (N456AR) took off from runway 08 of Atlantic Air Park private aerodrome, north of Roche-sur-Yon, at around 08:25 local time. The pilot had contacted the control tower to obtain weather information for the planned flight to Dinard Pleurtuit–Saint-Malo airport. The controller informed him that current conditions at Dinard were compatible with VFR flight but warned of possible deterioration.
Shortly after takeoff, the pilot turned left. Radar data show that between 08:25:27 and 08:26:23, the aircraft continued turning left in a constant climb, reaching 1,500 ft. At 08:26:23, it began descending in a left-hand turn with a higher rate of turn and a vertical speed near 2,000 ft/min. The last radar point at 08:26:51 recorded an altitude of 500 ft. Seconds later, the aircraft collided with the ground near La Bretonnière la Claye.
Meteorological Conditions
Météo-France estimated conditions at the accident site as overcast (7 to 8 oktas) with a cloud base between 300 and 400 ft, surface visibility 8 to 10 km, wind 140–150° at 6–8 kt gusting 12 kt, temperature 15°C, dew point 15°C, QNH 1,002 hPa. METARs from nearby aerodromes at 08:30 reported cloud bases at 300 ft. The 06:00 UTC SIGWX chart indicated visibility 8 km locally reduced to 1.5 km, stratus 5–6 oktas based at 600–1,000 ft, and local mist.
Two witnesses with aeronautical background near the aerodrome reported a dense low cloud layer; one noted the top of a nearby water tower (height 75 m, altitude ~100 m) was not visible, and estimated visibility at 5–6 km. An eyewitness to the accident mentioned low cloud and mist.
Pilot and Aircraft Information
The 78-year-old pilot held a PPL(A) with SEP rating valid until 31 December 2025, and a class 2 medical certificate issued 30 January 2024 valid until 1 February 2025. He had logged 916 flight hours, including 2 hours in the preceding 30 days. The passenger did not hold a pilot license.
The Cirrus SR22 was equipped with an Enhanced Ground Proximity Warning System (EGPWS) and a Cirrus Airframe Parachute System (CAPS). The EGPWS had its “terrain inhibit” function manually activated because the private aerodrome was not in the system’s database, inhibiting potential warnings. The CAPS was found in its housing, not activated.
Examination of Site and Wreckage
Debris was dispersed over 200 m on a flight path oriented 220–230°. First impact was in a field 120 m from the main wreckage. Numerous pieces and marks indicated successive ground impacts with significant horizontal speed. Sudden ruptures on flight controls and crankshaft torsion indicated the engine was generating torque at impact. Examinations found no technical failure that could explain the accident.
Additional Information
The flight was intended for a maintenance appointment on Guernsey to service the CAPS, required by 16 October 2024. The pilot had exchanged emails with the workshop expressing concern about weather but later indicated conditions were improving. As the pilot did not hold an FCL.055 English proficiency certificate required for flying abroad, he planned to first fly to Dinard to pick up a pilot who held the certificate.
The BEA's conclusions state that the pilot took off despite weather conditions incompatible with VFR flight. The aircraft very probably entered the cloud layer shortly after takeoff, and the pilot likely lost visual references. Without an instrument rating, the pilot could not orient himself. After about one minute, the aircraft entered a continuous left-hand turn in descent. With a cloud base around 300 ft, the pilot did not correct the flight path before ground collision. A contributing factor noted is an underestimation of risks due to get-home-itis, driven by the determination to reach the maintenance shop.