History of the Flight
The microlight pilot, with one passenger on board, departed from runway 22 of Dreux Vernouillet aerodrome for a local flight. About one hour later, the pilot joined the left-hand downwind leg for runway 22. A CAP10 pilot, returning from an aerobatic zone, announced on the radio that he was joining the base leg. After radio exchanges, the microlight pilot announced she was number two and began a right-hand manoeuvre to fly away from the runway and position behind the CAP10. After the two aircraft passed each other, the microlight pilot lost control while turning left to re-join the base leg.
Wreckage and Site Information
The wreckage was located in a large ploughed field, approximately in line with the end of the downwind leg for runway 22. The microlight struck the ground with great force in a left bank, steep nose-down attitude. No technical faults that could have contributed to the occurrence were identified. Examination revealed the flaps were retracted, the elevator trim set for a slightly nose-up attitude, the fuel quantity indicator jammed at just over half, and the engine speed indicator jammed at 3,950 rpm. The three propeller blades showed damage consistent with rotation at impact. The emergency parachute release handle had not been pulled.
Survival Information
The occupants were wearing seat belts at the time of the accident. The collision with the ground left no chance of survival. Autopsies revealed nothing that could explain the accident.
Aircraft Information
The Evektor Eurostar is a two-seat, low-wing, all-metal microlight. Aircraft 28ADE, based in Dreux, was not fitted with a stall warning system. Based on investigation information and estimated fuel quantity, the weight was approximately 490 kg, slightly above the maximum design weight of 472.5 kg.
Pilot Information
The pilot held a microlight pilot licence with fixed-wing class rating and passenger carrying privileges issued in 2003. She had logged about 310 flight hours, with approximately 150 hours on 28ADE. Her last dual flights with an instructor were in July 2014 (on a Skylane) and July 2010 (on 28ADE).
Meteorological Information
Météo-France analysis indicated a weak low-pressure zone with low cloud in the morning. Surface wind from 240° gradually strengthened during the day to around 20 knots by late afternoon. Local METARs at 11:30 and 12:00 from surrounding aerodromes showed wind 230° at 8 to 11 knots, ground visibility greater than 10 km, a broken to overcast cloud layer with base between 1,000 and 1,500 feet, temperature 15°C, and dew point 12°C.
Statements
An eyewitness with no aviation experience saw the microlight flying "quite low" away from the aerodrome, then turn left as if to make a U-turn. At the end of the turn, the microlight suddenly "fell with its nose pointing down."
The CAP10 pilot stated he was returning with a student from the aerobatic area. He heard the microlight pilot report being on downwind for runway 22. He told her he was on base leg; she replied she would take position two. While descending on base leg, he saw the microlight about 800 m to his left, heading opposite direction at slightly higher altitude. He announced relative position and, receiving no response, turned right and steepened descent. The aircraft passed each other with the microlight flying straight and wings level. The CAP10 pilot landed and reported turbulent air, especially on final. He heard no further messages from the microlight pilot.
Another pilot heading to the aerobatic zone recalled exchanges with the CAP10 and Cessna 172 pilots but did not see them. He did not hear the microlight pilot.
The Cessna 172 pilot, returning to Dreux, heard the microlight pilot on the frequency talking with another pilot, indicating she was downwind and making a delaying manoeuvre. He did not see the microlight or CAP10 and later flew over the wreckage.
Additional Information
Dreux Vernouillet aerodrome is an uncontrolled aerodrome open to public traffic with a radio requirement. The traffic pattern for runway 22 is left-hand at 1,000 ft. Pilots are responsible for adapting their route to avoid interfering with other aircraft.
Probable Cause
Loss of control during a delaying manoeuvre at the end of a downwind leg, collision with the ground