History of the Flight
The pilot was conducting a VFR cross-country flight from La Môle airport (Var) to Limoges-Bellegarde airport (Haute-Vienne). At approximately 10:30, the pilot aligned the aircraft on runway 06 and commenced the take-off. During the take-off run, the pilot perceived that the aircraft was not accelerating normally. He continued the take-off run up to the displaced threshold of opposite runway 24, where the wheels lifted off. The aircraft was unable to gain altitude and struck small trees about 190 m beyond the threshold. The pilot then decided to perform a precautionary landing in a field beyond the trees. Upon ground contact, the landing gear collapsed. The aircraft slid for approximately 30 m, the right wing hit a small tree, and the aircraft spun making a U-turn before stopping about 20 m further. The pilot shut off the fuel selector and electrical power. Both occupants evacuated the aircraft before emergency services arrived.
Additional Information
Site and Wreckage
The wreckage was on its belly, bearing on its wings, about 300 m east of the end of runway 06. The aircraft had crossed an embankment, knocked down a fence, and damaged small trees at the field edge. The wreckage was oriented on a 180° heading, complete and grouped. Flaps were retracted. Examination of the main landing gear after recovery showed no signs of overheating on brake blocks or noticeable wear on brake pads. Wheels rotated freely, with no noticeable marks or tyre damage. Wing tanks were full (530 l drained), and the fuel system was continuous from tanks to the mechanical fuel pump. No in-depth examination of the turboprop engine (Pratt & Whitney Canada PT6A-42A) was conducted; blade position at take-off could not be determined. No anomalies were observed on flight controls. Cockpit observations: flap control was retracted ("0"), landing gear control in "extended" position, elevator trim near neutral. Throttle control was near maximum forward (4/5 travel), and the friction lever of the throttle was set to the rear limit (minimum friction).
Aerodrome Information
La Môle runway 06 has a slight downward slope (0.25% gradient), with a Take-Off Distance Available (TODA) of 1,131 m and Acceleration/Stop Distance Available (ASDA) of 1,071 m. The VAC chart indicates take-off must start at the yellow strip. No use restrictions were in effect for runway 06 at the time of take-off. The airport is approved for restricted use; pilots operating certain aircraft types (including the PA46) must maintain currency confirmed by an instructor approved by DSAC SE, and must show at least one take-off and landing as pilot-in-command in the same class/type within the previous 24 months.
Pilot and Passenger Licences and Ratings
The 60-year-old pilot held a valid US Commercial Pilot Licence (CPL(A)) issued in 2016. He had received training for PA46s in the US in August 2014. At the time of the accident, he had logged about 1,390 flight hours (almost 480 on type), with approximately 7 flight hours in the previous 3 months (1 hour on type). In his previous 200 flight hours, he had logged 150 on twin-engine jets, 45 on twin-engine aeroplanes (all Cessna 525 Citation), and 12 on single-engine aeroplanes (including about 8 on TB20s and 3 hours 40 minutes on PA46s) in the previous 12 months. He obtained approval to use La Môle airport in May 2013 on a Cessna 172. His last take-off from La Môle was on 27 February 2022. He had taken off from La Môle 60 times, including 43 with N149C. The 62-year-old passenger held a French Private Pilot Licence (PPL(A)) issued in 1997, with about 3,000 flight hours, no experience on PA46s, and no role in flight conduct.
Operator Information
The pilot stated he purchased the aircraft in 2014. The aircraft had been FAA-registered since 2016 under FLY INVEST INC. The pilot is CEO of FLY INVEST, which also operates a helicopter and three other aeroplanes: a Piaggio P180 Avanti (twin-turboprop), a Cessna CitationJet CJ3, and a Citation Mustang (twinjets). The pilot reported using the CJ3 or Mustang more often than the PA46 for business trips.
Aircraft Information
#### Throttle Friction Adjustment
The friction of the throttle lever can be adjusted with a separate lever, moving forward or backward to increase or decrease friction.
#### Procedures
The manufacturer's Flight Manual normal procedures for engine tests indicate moving the throttle forward to 1,900 rpm and moving the friction lever forward to apply throttle friction. The last step of engine tests is to set the quadrant friction lock. The reduced checklist version does not include moving the friction lever after setting power to 1,900 rpm, but does mention setting the quadrant friction lock at the end of engine tests. The checklist aboard N149C matched the reduced version. The normal take-off procedure in the Flight Manual does not mention adjusting friction. The manual's amplified section on normal take-off specifies monitoring engine instruments after runway line-up, power-up, and brake release.
#### Performance
Estimated take-off performance for the day's conditions at La Môle (no wind, full throttle, flaps retracted) based on the Flight Manual: theoretical take-off run distance approximately 650 m (Piper Aircraft: 580 m); theoretical distance to 15 m approximately 950 m (Piper: 885 m). Theoretical time to rotation speed (VR=82 KIAS) about 26 s from standing start. Expected parameters: torque 1,313 ft-lb, RPM 2,000, VLOF 85 KIAS.
Analysis of Security Camera Images
Camera recordings showed the pilot performed engine tests at holding point A, then lined up on runway 06 and stopped at the threshold before the yellow strip. He increased power with brakes applied and started the take-off run 10 s later. Ground speed after the starting point could not be estimated. Based on manufacturer data, VR (82 kt) should have been reached after 580 m and 26 s. In reality, the aircraft covered 350 m in 25 s between points and , then 750 m in 22 s between points and . It became airborne 57 s after start, at the opposite threshold stripes, after covering 1,100 m. The camera images seemed to indicate a slight headwind when the aircraft passed the windsock.
Meteorological Information
Météo-France estimated conditions at take-off: non-turbulent, easterly to northerly wind 5-10 kt, CAVOK, temperature +24°C, no wind shear. The AFIS officer reported wind from 090° at 4-9 kt at start. The pilot observed a headwind of 5-10 kt from the right; the passenger reported a headwind of 8-10 kt.
Statements
The pilot stated no anomalies during pre-flight inspection, including elevator deflection check. He did not carry out bleeds because the aircraft had been moved before his arrival. Engine tests were nominal. After lining up and powering up, he performed checks without calling them: "Power set/speed alive/no warning." He focused on the airspeed indicator to obtain "V1" speed. During the take-off run, he held the bottom of the throttle lever with two fingers, hand resting on the pedestal. He noticed speed increasing slowly and realized after 200 m that acceleration was insufficient. He continued the take-off run, considering that he had exceeded a point of no return before realizing he could not stop on the remaining runway. He believed reducing power would not stop the aircraft in time. He attempted to take off and then landed in the field.