History of the Flight
On 26 December 2024 at approximately 13:45 local time, a pilot accompanied by his son began a takeoff on the unpaved runway 19 of Lyon-Brindas aerodrome for a local flight. According to the pilot's statement, during the takeoff run, about halfway along the runway, the aircraft's speed was 40 kt. He then felt two hard jolts. As he approached the end of the runway at a speed he estimated as still 40 kt, he pulled back on the stick to take off. He indicated the aircraft did not rise. He then reduced engine power completely and braked, but the aircraft overran the end of the runway. It crossed a road approximately 50 m beyond runway threshold 01 and collided with a small wall. A fire broke out. The pilot and his son evacuated the aircraft, both uninjured.
Pilot Information
The 55-year-old pilot held a Private Pilot Licence (PPL(A)) obtained in 2010, with a total of 252 flight hours, including 187 hours as pilot-in-command. Since joining the flying club three years before the accident, he had flown 34 hours, 29 of which on the Tecnam P2008, including 3 hours in the preceding three months. The pilot stated the aircraft was configured for takeoff with flaps in the first detent. He did not carry out a briefing before takeoff. He believed the second half of the runway would allow reaching the rotation speed of 48 kt, but noted that the condition of that segment—waterlogged and muddy in places—limited acceleration. He remained focused on taking off and did not consider rejecting it. In hindsight, he thought he was in a "tunnel effect," which he attributed to lack of previous experience with rejected takeoffs. He believed the jolts during the takeoff run were caused by depressions in the runway surface. The grass was approximately five centimeters high.
Aircraft Information
The aircraft was a Tecnam P2008 JC, registration F-HXLG. Its maximum takeoff weight was 650 kg. According to the weight and balance sheet completed by the pilot, the takeoff weight was 629 kg, and the center of gravity was within the manufacturer's specified limits. The flight manual specified a rotation speed of 48 kt. At maximum weight, 1,000 ft altitude, calm wind, 0 °C, on a grass runway in takeoff configuration, the theoretical takeoff run was 216 m and the distance to clear a 50 ft obstacle was 361 m. The pilot used the flying club's performance software, which added a margin for long grass (10%) and soft ground (over 10%). The pilot considered the grass not high and added a 10% margin, resulting in a takeoff distance of 238 m and a distance to clear 50 ft of 385 m.
Meteorological Information
Météo-France estimated the conditions at the time as light westerly wind, visibility greater than 10 km, clear sky to few clouds, and temperature 5 °C. Rainfall data showed 42 mm fell in Brindas between 13 and 23 December, including 29.2 mm between 18 and 23 December. Minimum ground temperatures were below freezing from 18:00 on 25 December to 10:00 on 26 December.
Aerodrome and Club Information
Lyon-Brindas aerodrome, managed by Aéroclub de l’Ouest Lyonnais, uses an A/A frequency. It is situated at an altitude of 1,040 ft, and its unpaved runway is 438 m long. The president of the flying club stated that in winter, the grass is not cut. The VAC indicates the aerodrome is reserved for pilots approved by an instructor. The club's president said the runway condition on the day was typical for winter after heavy rainfall. No closure had been decided for that day. An email sent on 28 November by the chief pilot warned the runway was "slippery" and advised checking conditions and calculating takeoff performance with extra margins. Messages on the club's website from 24 to 28 December stated: "The runway is very wet. Taxiway 01 is clearly unusable. Be patient, it will dry out." The club's recommended procedure for rejecting takeoff required checking speed at the midpoint: if 70–80% of rotation speed (38 kt for the P2008) was not reached, rejection was recommended. The pilot was aware of this instruction. An instruction flight had been carried out that morning without difficulty as the runway was frozen.
Conclusions
The investigation concluded that the pilot, who had never encountered a situation outside of instruction requiring a rejected takeoff, remained focused on the takeoff run even though the wet, waterlogged, and muddy runway did not allow him to reach sufficient speed. When he saw the end of the runway, he anticipated rotation but the aircraft did not become airborne.