Runway Overrun During Takeoff of a Robin DR 400-140B at Orange-Plan-de-Dieu (F-BXRZ)

Incident Overview On 16 June 2013 at approximately 16:20 local time, a Robin DR 400-140B registered F-BXRZ, operated by a club, overran the runway during a paid sightseeing flight at Orange-Plan-de-Dieu aerodrome (84), runway 17. The aircraft was carrying a pilot and three passengers and was heavily damaged after striking vegetation at the end of the runway. ## Flight Development The pilot aligned with runway 17 and set takeoff power. At 100 km/h, the pilot pulled back on the control column, but the aircraft did not rotate. The pilot attributed this to the aircraft's weight and high temperature and waited until 105 km/h before pulling back again. After checking that a passenger was not obstructing the control column, the pilot decided to abort the takeoff. The aircraft overran the runway longitudinally and came to rest in the vineyards at the runway end. ## Contributing Factors and Findings The aircraft's weight and center of gravity were within manufacturer limits, with a pre-takeoff weight of 920 kg against a maximum takeoff weight of 1,000 kg. Estimated weather conditions included a wind from 185° at 6 kt and a temperature of 29°C. The pilot reported that the windsock indicated a southwesterly wind of 10 to 15 kt before takeoff. The pilot had approximately 300 flight hours since 2007, including 5 hours in the preceding three months, 4 of which were on the DR 400. The required takeoff runway length under the day's conditions was 575 m, while 600 m was available. Examination of the wreckage did not reveal any malfunction that could explain the accident. Braking marks were present on the last 150 m before the vegetation, which was located about 20 m beyond the runway end. The pilot stated that the pitch control felt ineffective and that no effort was felt on the control column during rotation. A pre-takeoff control check had not revealed any anomaly. The aircraft was in the takeoff flap configuration, and the pitch trim was neutral. During the aborted takeoff, after reducing power and applying the brake, the pilot intended to retract the flaps to improve braking but, seeing the aircraft about to strike the vineyards, extended them to the second position to increase contact surface. A video recorded by a rear passenger showed that the engine speed was 2,400 rpm during the takeoff roll and was not reduced until contact with the vegetation. The maximum speed reached was 105 km/h in the final meters before the collision. Tests conducted by DGA Essais en Vol under the day's conditions showed that flap position had no significant effect on takeoff rolling distance or rotation speed, but strongly influenced climb performance. ## Conclusion The investigation did not explain the ineffectiveness of the controls felt by the pilot during rotation. The pilot's decision to continue the takeoff after the rotation speed, while doubting the effectiveness of the primary controls, contributed to the runway overrun. The pre-takeoff briefing item on takeoff failure is intended to prepare the pilot for such an event and to activate the relevant information and actions in working memory, as this phase of flight is highly dynamic.