Piper PA-46 (Malibu/Meridian/Mirage/Matrix/M-Class)

The single engine aircraft departed Niederstetten Airport, Baden-Wurttemberg, at 0915LT with two passengers and one pilot on board. The flight was completed under VFR mode until Würzburg then the pilot was cleared to continue under IFR mode to the destination. On approach to Paderborn-Lippstadt Airport, after passing 5,000 feet, the pilot was cleared for an ILS approach to runway 24. At an altitude of 3,700 feet, while trying to establish on the ILS, the pilot momentarily lost control of the airplane. He elected to regain control when the aircraft climbed to 4'000 feet, entered a left turn then an uncontrolled descent until it crashed in a field located in Borchen, about 8 km short of runway 24. The aircraft was destroyed and all three occupants were killed.

While in cruise flight at 24,000 feet msl, the pilot of the Piper Malibu Mirage advised Memphis Center that he had encountered icing conditions and was experiencing a fuel imbalance. The pilot requested and was cleared to deviate to the north. Subsequently, radio and radar contact were lost. A witness reported hearing the sound of the airplane's engine stop running and observed the airplane descending from the dark clouds in a nose down attitude and rotating clockwise. Residents of the area reported that the weather at the time of the accident was high ceilings with heavy rain just before and after the accident. There were thunderstorms with lightning in the area at the time of the accident. The wreckage of the airplane was scattered along an area of about four miles. The airplane was equipped with an autopilot, weather radar, and an ice protection system. The pilot had recently purchased the 1999 model airplane and had completed a Mirage initial training course. At the time of the accident the pilot had accumulated a total of 21.4 hours in the make and model of the accident aircraft. No anomalies were found with the airframe or engine that would have prevented normal operation.

The airplane was on an IFR flight plan, level at 16,000 feet, when radar and radio contact was lost. The tops of the clouds in the area of the accident were reported to be at 18,000 feet. A pilot who was flying in the area of the accident site at the time of the accident stated that the cloud tops of 'the buildups' were from 16,000 to 20,000 feet. The pilot additionally stated that moderate unexpected turbulence was encountered and 'Obviously, the updrafts in the area were very strong.' Satellite imagery data revealed that an east-west cloud band, about 10 miles wide, was located in the area of the accident. The ground track of the airplane was traversing the cloud band during the minutes prior to and around the accident time. The onboard weather radar was found in the off position. According to Advisory Circular -00-6A, 'Do avoid by at least 20 miles any thunderstorm identified as severe or giving an intense radar echo. Do clear the top of a known or suspected severe thunderstorm by at least 1,000 feet altitude for each 10 knots of wind speed at the cloud top.' The airplanes calibrated airspeed (KCAS) was calculated at 141 knots, and the indicated airspeed (KIAS) was 139 knots. According to the POH, the maneuvering speed at gross weight was 135 KCAS and 133 KIAS.

The aircraft disappeared from ATC radar immediately after being cleared to descend from 12,000 feet to 10,000 feet. ATC radar data showed the aircraft at 11,900 to 12,000 feet for approximately the last 6 minutes prior to the disappearance, with the last Mode C altitude and discrete transponder code 2402 (at 0221:03) reported as 11,800 feet. The last three returns, 12,000, 11,900, and 11,800, are consistent with the start of a descent from 12,000 feet. Due to construction at the radar antenna site, the area where the aircraft disappeared was blocked from radar coverage. Subsequent attempts by the controller to contact the aircraft were unsuccessful. A 7,000- to 7,500-foot overcast was reported at the destination, along with lower clouds and precipitation. Documentation at the accident site indicated an approximate level flight path from the broken treetops to the area of ground impact into a northwest-facing 60-degree mountain slope at approximately the 5,600-foot level. The wreckage was not located for approximately two months. Post-accident examinations of the aircraft's Bendix/King KEA130A (United Instruments 5035PB-P57) encoding altimeter revealed needle impressions on the indicator face and pointers consistent with an altitude indication of 12,620 feet. The internal components of the unit were severely damaged and a functional test was not possible. The aircraft was equipped with a copilot's altimeter. Only the faceplate was recovered and examined. One impression on the main faceplate revealed a needle impression by the 100-foot pointer consistent with 560 feet. The position of the 1,000-foot pointer could not be determined. The pilot's 4-day activity history showed that he was returning from a demanding 3-day work assignment, that his recent sleeping schedule was irregular, and that he had been awake about 20 hours at the time of the accident. There was no evidence found of a mechanical failure or malfunction at the time of the accident.

Following a three hours IFR flight, the pilot, also owner of the aerodrome, made a left hand visual circuit at an altitude of 600 feet for runway 26. On final with flaps down two notches, the right side of the airframe and the wing root struck the top of a tree about 80 metres from the runway threshold and 30 metres to the right of its extended centerline. The aircraft struck the ground hard, went out of control and came to rest in a grassy area parallel to the runway. All five occupants evacuated safely while the aircraft was destroyed.

The pilot reported that he performed a rolling takeoff from the 2315 ft runway. He said that as soon as the airplane broke ground on the takeoff roll, he experienced a loss of engine power. The pilot said that he retracted the gear to help clear a 42 ft dike at the departure end of the runway. Also, he reported that after clearing the dike, he turned gradually to the left, and the left wing stalled. Two witnesses reported hearing loud, steady sounds from the airplane's engine and propeller. They said they saw the airplane in a high nose-up attitude, and watched the airplane descend behind the dike. The engine could be heard until the airplane contacted the river. During an operational check after the accident, the engine performed at recommended levels. According to performance data provided by the FAA, at the given takeoff weight, with a zero degree flap setting, the airplane required 2850 feet of runway to clear a 50 ft obstacle. The charts were based on full power before brake release.

The airplane was in cruise flight at 17,000 feet msl when the pilot told Minneapolis ARTCC 'We're picking up some ice and rain, and we're going to turn around.' ARTCC approved the request. Two minutes later the pilot told ARTCC that 'We're looking for some help to get around this weather southbound.' ARTCC told the pilot that he could turn either east or west. The pilot turned west, then 4 minutes later turned back to the south. The pilot then told ARTCC that they were still encountering weather. ARTCC directed the pilot to turn north and then east whenever he could. Approximately 1 minute later ARTCC radar showed the airplane in a rapid descent. The pilot then told ARTCC 'Minneapolis center, N9114Q is out of control.' The pilot had received a FSS briefing prior to takeoff, and was advised of convective conditions and precipitation building to the south along his intended route of flight. The airplane was approximately 548 pounds over maximum takeoff weight.

On February 15, 1996, about 0554 universal time, a Piper PA-46, N2514Q (serial number 46-8508098), registered to a partnership in Canby, Oregon, crashed near Kitwe, Zambia. The airplane was destroyed and all five persons on the airplane were fatally injured. The weather conditions at the accident site are unknown. It is not known if a flight plan had been filed for the flight.