History of the Flight
On 18 February 2020, a Robin DR400-180 aeroplane, registration F-GZSA, operated by the Club aéronautique de Saint André de l’Eure, departed from Saint-André de l’Eure aerodrome at approximately 14:45 local time for a local flight along the coast via Étretat and Fécamp, within the class-D TMA of Deauville airport.
At 15:00, the approach controller asked the pilot if he was making a U-turn. The pilot replied that he was circumventing a squall. At 15:13, the controller inquired about the pilot's climbing altitude and reminded him that changes in altitude in class-D airspace must be coordinated. The pilot stated he was climbing to 4,000 ft and appeared irritated by the controller's remark.
Three minutes later, the pilot announced he would follow the coastline toward Fécamp. He performed a U-turn at Cap d’Antifer, followed the coast to Étretat, where he made another U-turn to head toward Fécamp. At 15:37, he told the controller he was at Fécamp and planned to continue to Le Havre.
Shortly thereafter, several witnesses on the beach and in Fécamp heard an engine noise that grew louder as the aeroplane descended. Some saw the aircraft descending in a straight line with a steep nose-down attitude toward the sea surface, level with the semaphore.
Additional Information
Aeroplane Information
F-GZSA was a Robin DR400-180 manufactured in 1999, equipped with a Lycoming 180 hp engine. It was not approved for IFR operations. Its last approval for return to service was issued on 18 September 2019 after a 100-hour inspection. The aircraft had flown 26 hours and 50 minutes between that inspection and the accident. Maintenance documents revealed no element likely to have contributed to the accident.
Site and Wreckage
Neither the wreckage nor the pilot's body were recovered during search and rescue operations. Only a few parts—an aileron, rear seat, wing rib and spar debris—were found on a beach a few kilometres from Fécamp. All recovered parts showed fractures indicative of a violent impact and provided no information to explain the accident.
Meteorological Information
A tail end of a depression to the west brought showers under cumulus with significant vertical development, more frequent over sea. Cloud ceilings were above 2,000 ft over land, with visibility exceeding 10 km away from showers. Under showers, ceilings were as low as 1,500 ft and visibility reduced to 2,500 m. On the coast, wind was westerly to south-westerly at 30 to 35 kt, with gusts up to 40 to 45 kt at sea.
Le Havre Octeville airport METAR reports between 15:00 and 16:00 indicated wind from 250° at 16-17 kt gusting to 28 kt, visibility greater than 10 km, and varying cloud cover. Witnesses at the accident site described a cloudy sky and strong winds, noting the aeroplane was flying under the clouds before descent.
Pilot Information
The 61-year-old pilot held a Private Pilot Licence for aeroplanes, with valid single-engine piston and multi-engine piston ratings (the latter expired 30 September 2016). He also held a Private Pilot Licence for helicopters and a Microlight Pilot Licence. He had logged approximately 350 flight hours in aeroplanes, none in the six months before the accident. He primarily flew F-GZSA at the club. He had no known pathology impairing his faculties and held a valid medical certificate.
Pilot's Partner's Statement
The pilot's partner stated he had been experiencing personal, professional, and financial difficulties for some time. She believed he was depressed and not sleeping well; in the week before the accident, he had barely slept.
Conclusions
The investigation was unable to explain the rapid descent toward the sea surface. However, the pilot's recent personal situation may have influenced his actions and decisions. As the wreckage was not found, a technical failure prior to the collision could not be ruled out.