Egelsbach

At 1357 hrs the airplane had taken off from Cannes-Mandelieu Airport, France, to a private flight to Egelsbach Airfield, Germany. On board were the pilot and two passengers. According to the flight plan cruise flight was planned for Flight Level (FL)260. At 1519:03 hrs the pilot established contact with Frankfurt Radar, and informed the controller that the airplane was in descent to FL60 towards reporting point UBENO. The radar recordings show that the airplane was flying towards 335° and transmitted the transponder code 4065. The radar controller issued the descent clearance to 4,000 ft AMSL and conveyed a QNH of 1,020 hPa. At 1519:25 hrs the controller addressed the pilot: “[…] proceed direct DELTA, runway zero eight in use.” The pilot acknowledged the clearance. At 1520:20 hrs the controller instructed the pilot to descend to 3,500 ft AMSL. After the pilot had acknowledged the controller’s question, the change of flight rules from IFR to VFR was conducted at 1521 hrs about 16 NM south of Egelsbach Airfield. At the time, the airplane was at about 5,000 ft AMSL with a ground speed of approximately 240 kt. At 1522:34 hrs, the airplane was at 3,500 ft AMSL and about 14 NM from the airfield, the pilot established radio contact with Egelsbach Information with the words: “[…] inbound DELTA, descending VFR.” The Flugleiter (A person required by German regulation at uncontrolled aerodromes to provide aerodrome information service to pilots) answered: “Hello […] runway zero eight, QNH one zero two zero, squawk four four four one.” The pilot acknowledged the landing direction and the QNH. The communicated transponder code was not acknowledged, and did not change during the remainder of the flight, according to the radar recording. At 1524:34 hrs the Flugleiter gave the pilot the hint: “[…] the maximum altitude in this area is one thousand five hundred feet.” The pilot answered: “Roger, continue descent […].” At this time, altitude was still about 2,000 ft AMSL. According to the radar recording, at 1524:45 hrs the airplane turned right in northern direction toward the DELTA approach path to runway 08 of Egelsbach Airfield. Altitude was about 1,900 ft AMSL, and ground speed 170 kt. At 1526:30 hrs, at about the Tank- und Rastanlage Gräfenhausen (resting facility) at the Bundesautobahn A5 (motorway), it began to turn right up to north-eastern direction. At 1526:44 hrs the Flugleiter addressed the pilot: “[…] do you have the field in sight?” The pilot responded: “Ah, not yet […].” At the time, the airplane was about 1,000 m south-west of threshold 08 at the western outskirts of Erzhausen flying a northeastern heading. The Flugleiter added: “I suggest to reduce, you are now in right base.” After the pilot had answered with “Roger”, the Flugleiter added: “You are number one to land. The wind is zero four zero, one zero knots.” At 1527:04 hrs, the airplane was about 300 m south of threshold 08 flying a northeastern heading, the radio message“[…] approach” of the pilot was recorded. From then on the airplane began to turn left. At 1527:11 hrs, the airplane crossed runway 08 with a ground speed of about 100 kt at very low altitude with northern heading. At 1527:24 hrs the pilot said: “[…] may I the […] make an orbit?” The Flugleiter answered: “Yes, do it to your left-hand side and do not overfly the highway westbound.” At 1527:31 hrs, the last radar target was recorded at approximately 600 m north-west of threshold 08 indicating an altitude of about 425 ft AMSL. About 100 m south-west of it the airplane crashed to the ground and caught fire. All three occupants suffered fatal injuries. At the time of the accident, three persons were in the Tower of the airfield. The Flugleiter, as tower controller, his replacement, and the apron controller. They observed that the airplane flew directly towards the tower coming from the DELTA approach in descent with north-eastern heading, i.e. diagonal to the landing direction. In this phase the landing gear extended. Two witnesses, who were at the airport close to the tower, stated that they had seen the airplane during the left-hand turn. They estimated the bank angle during the turn with 30-45°. The two occupants of a Piper PA-28, which had been on approach to runway 08, stated that they had become aware of the other airplane, before changing from downwind leg to final approach. They also stated that during the turn the airplane went into a dive and impacted the ground after about a half turn. Approximately 330 m north-east of the accident site, persons had been walking in a forest. One of them recorded a video. This recording was made available for investigation purposes. The video shows the shadow of the airplane moving west immediately prior to the accident. Consistent engine sounds and, 8 seconds after the shadow passed, the crash of the airplane can be heard. The aircraft was totally destroyed by a post crash fire and all three occupants were killed, among them Natalia Fileva, co-owner of the Russian Operator S7 Airlines.

The airplane departed Egelsbach Airport at 1743LT on a charter flight to Friedrichshafen, carrying one passenger and two pilots. Following an uneventful flight at FL210, the crew contacted Zurich ARTCC and was cleared to start the descent and later told to expect a runway 24 ILS approach to Friedrichshafen-Bodensee Airport. After passing 4,000 feet on descent, at a speed of 240 knots, the crew was completing a last turn in clouds when the airplane entered a rapid and uncontrolled descent until it crashed in a wooded area located in Sieberatsreute, some 15 km short of runway 24. The airplane disintegrated on impact and all three occupants were killed.

The airplane was on a business trip in Austria from Innsbruck via Salzburg to Linz. At 1816 hrs the airplane took off in Linz with two pilots and three passengers aboard; destination airport was to be Bratislava, Czech Republic. On the way to Bratislava a stopover in Egelsbach, Germany (EDFE) was planned; an additional passenger would board there. For the flight from Linz to Egelsbach a Y-flight plan was filed; it scheduled a flight according to Instrument Flight Rules (IFR) including an approach according to Visual Flight Rules (VFR). At 1824 hrs the airplane reached German airspace. The radio communication recorded by the air traffic service provider showed that the Cessna Citation 750 crew made the initial call to Langen Radar at 1836:54 hrs on frequency 120.575 MHz. At 1839:10 hrs the air traffic controller cleared a descent to Flight Level (FL) 140 after the identification of the airplane. Initially, the crew did not understand the instruction to fly a left turn toward SPESSART NDB and then later toward CHARLIE VOR. The Pilot in Command (PIC) apologized and let the controller know that he did not come here very often. At 1843:58 hrs a descent to 5,000 ft was instructed and the barometric air pressure QNH of 1,025 hPa passed. After "high speed approved" given by the controller the Citation 750 was passed on to Frankfurt Approach Control (136.125 MHz). At 1845:00 hrs the PIC made the initial call to Frankfurt Approach Control. He said he was in descent to 5,000 ft and did have the weather for Frankfurt. The controller issued a clearance for a visual approach at night (VFR Night) to Frankfurt-Egelsbach Airfield and asked him to report "Egelsbach in sight". The co-pilot acknowledged the clearance and that he would report "field in sight". The controller asked for a confirmation by the crew that it was indeed a VFR Night flight. About one minute later the controller asked the pilot if the IFR part had already been cancelled. The copilot answered "negative". The controller apologized and said it was his fault and he should continue his flight to CHARLIE. The controller added: “Disregard the VFR Night“. The crew made contact with the destination airport with VHF 2. The Aviation Supervision Office at Frankfurt-Egelsbach told the PIC that he could choose his landing direction. The crew received the information that runway 27 was easier to approach and that YANKEE ZWO was a good approach point. Afterwards the co-pilot said: “ … we’re proceeding direct to Egelsbach and we have just been talking to them we will take runway two seven for four miles final.” The controller advised of the “YANKEE inbound routing”; the pilot acknowledged with the reference that they were not yet flying VFR. The controller's information “ja however you may proceed YANKEE ONE“ was read back by the pilot with “YANKEE ONE“. The read-out of the Cockpit Voice Reorder (CFR) indicates that the crew had entered reporting point ECHO into the Flight Management System (FMS). The crew asked for a descent clearance to 4,000 ft which was granted at 1850:59 hrs. At 1851:36 hrs a descent for 3,000 ft was cleared. The pilot acknowledged the clearance with “…descend three thousand“; the controller answered: “….direct YANKEE ZWO für die zwo sieben“ (direct YANKEE ZWO for the two seven). After a further descent clearance to 2,500 ft, the controller asked at 1853:58 hrs if the pilot could cancel the IFR part. The co-pilot answered "affirmative". The controller confirmed the change from IFR to VFR with the time indication of 17:54 UTC. He added that the pilot should continue his descent to 1,500 ft or lower for the VFR Night flight and report airfield in sight. The pilot acknowledged that he would report back once he had the airfield in sight. Afterwards the PIC ordered “Flaps five“ which the co-pilot acknowledged with "Speed check. Flaps five selected“. According to the radar recording the airplane passed reporting point ECHO at 1854:42 hrs. The airplane passed YANKEE ONE to the south with a distance of 1.2 Nautical Miles (NM). The read-out of the Flight Data Recorder (FDR) data showed the airplane was in 2,800 ft AMSL at that time. The ground speed was about 285 kt with a rate of descent of 600 ft/min. Ten seconds after the PIC said “Okay. Let’s slow it down“ the flaps were set to 15° and the landing gear was extended. At that time the airplane was in about 1,770 ft AMSL with a brief rate of descent of 2,500 ft/min. At 1855:05 hrs the controller reported “…, field now eleven clock position, range six miles.“ The co-pilot answered that he had the airfield in sight after he had gotten the PIC's assurance. The airplane turned left to a heading of about 265°. At that time the rate of descent was about 600 ft/min and speed decreased further with 1 kt/s. At 18 55:16 hrs the last radio communication with Frankfurt Approach Control was “…. approved to leave any time …" which the co-pilot acknowledged. The co-pilot established radio contact with the Flugleiter of Egelsbach Airfield where he was asked to report airfield in sight. According to the recorded communication be-tween crew and Frankfurt-Egelsbach Info the runway lighting including the strobe lights were activated. The FDR recorded that at 1855:32 hrs the altitude select of the auto flight system was changed from 1,500 ft to 1,160 ft AMSL. The radar data showed that the on-request reporting point YANKEE TWO was passed at 1855:37 hrs in 1,530 ft AMSL with an airspeed of 175 kt. Based on the determined data the airplane was in about 820 ft AGL. At 1855:56 hrs the preselected altitude was reduced to 580 ft. The co-pilot's comment “….thousand feet above“ answered the PIC with “… and three miles to go only“. At 1856:06 hrs the radio altimeter reported “Five hundred“. The rate of descent was now 1,200 ft/min and increased in the following ten seconds up to 2,500 ft/min. The flaps drove from 15° to 35°. Two seconds after the radio altimeter the Enhanced Ground Proximity Warning System (EGPWS) generated the announcement "Sink rate, pull up, pull up, pull up, ...". Seven seconds after the beginning of the EGPWS warning the co-pilot said: “That’s five ….three hundred feet“. At 1856:08 hrs the EGPWS announced "...sink rate, too low, terrain, sink rate, terrain." The PIC asked "Terrain?" which the co-pilot answered with "Terrain!!!". At that moment an elevator deflection of up to 17° nose up occurred. The pitch increased from -4° to +20° within two seconds. At 1856:22 hrs the airplane collided with trees one second before the airplane reached the maximum pitch. At the time the autopilot was engaged. The engine parameter N1 (engine thrust) remained at 34% for both engines until the end of the recording. In the further course of the accident individual parts of the airplane were torn off by contact with trees. About 430 m after the initial tree contact the airplane impacted the ground. Prior to the impact the airplane had inverted itself. About 25 m prior to the ground impact both wings were torn-off by trees. The accident site was about 3.6 km (1.96 NM) from the threshold of runway 27 of Frankfurt-Egelsbach Airfield. The airplane was destroyed by impact forces and ensuing fire. Both pilots and the three passengers sustained fatal injuries.

On a flight from Bremen (EDDW) to Frankfurt-Egelsbach (EDFE), a Beechcraft King Air (F90) changed from IFR to VFR rules prior to the final approach, during which it collided with trees, crashing in a wood and catching fire. On board were the pilot and two passengers. The right hand cockpit seat was occupied by a passenger who conducted radio communications. The approach to runway 27 at EDFE was chosen and executed via the so-called High Performance Aircraft Approach (HPA-approach) as published in the Aeronautical Information Publication (AIP). From 1558 hrs onwards the aircraft was under control by Langen Radar (120.8 MHz), and radar contact was confirmed by the controller. After about six minutes the controller issued the instruction: “[call sign], report if able to cancel IFR”. Subsequently, further instructions were issued to descend to altitude 5,000 ft on QNH 1,012 hPa and fly towards Egelsbach entry point Hotel 1. About four minutes later the controller gave instructions to descend to 4,000 ft, then 3,000 ft. Simultaneously, clearance was given to fly from entry point Hotel 1 to Hotel 2 and then Hotel 3. When overhead entry point Hotel 2 at 1613 hrs, the King Air reported flight conditions as ‘Victor Mike Charlie’ (VMC – Visual Meteorological Conditions) and the switch to VFR (Visual Flight Rules). At this time, the radar recorded the aircraft’s ground speed as about 180 kt. Langen Radar confirmed the report and gave an instruction to continue the descent and report passing 1,500 ft. About 42 seconds later the pilot was instructed to contact Egelsbach Info (130.9 MHz). The radar trace indicated that at this time the aircraft was at an altitude of about 1,800 ft and about 5.5 NM from the airfield. The ground speed was about 180 kt. The first radio call from the Beech to Egelsbach Info took place about 15 seconds later at 1615:06 hrs, at an altitude of about 1,500 ft and ground speed of about 190 kt. Egelsbach Info gave the information that the aircraft was north of the approach centreline and asked for a course correction to the left. They further reported the wind as Easterly at 4 knots with Runway 27 in use. After the response “[call sign], thank you” Egelsbach Info responded: “lights and flashes are on“. During the subsequent approach, the aircraft ground speed reduced over a distance of about 1.3 NM from about 190 kt to about 130 kt (distance to aerodrome about 3 NM). The radar trace indicates that from a position of 3.7 NM from the aerodrome to 2.5 NM from the aerodrome, the aircraft descended from 1,500 ft to 1,000 ft.At about 1616:03 hrs Egelsbach Info advised: “[…]coming up onto centreline”. This was acknowledged with “[call sign]”, following which Egelsbach Info advised: “you are now on centreline”. This was acknowledged with “thank you very much“. The radar trace indicates that at this time the aircraft descended from 900 ft to 800 ft. When Egelsbach Info advised “check your altitude”, the aircraft was at an altitude of about 800 ft. After a further two seconds, at 1616:18 hrs, the radar data indicated the aircraft height as about 700 ft; there was no more indication on the radar screen afterwards. In this area, the terrain is about 620 ft, with trees extending to about 700 ft AMSL. At 1616:24 hrs the aircraft was requested by Egelsbach Info to alter course slightly to the right. Neither a reply was received to this request nor to a subsequent transmission from Egelsbach Info about 22 seconds later. Egelsbach Info assumed there had been a crash and alerted the emergency services, the first of which arrived at the accident site at about 1638 hrs and found a burning wreck.

The aircraft took off from Budel-Kempen Airport runway 21 at 0822LT. After liftoff, pilot was instructed to make a left turn and was cleared to climb to 2,000 feet. While flying in clouds, the autopilot was disengaged. The aircraft rolled to the right then entered a steep descent and crashed in an open field located in Weert, east of the airport. The aircraft disintegrated on impact and both occupants were killed, among them Paul Evers, Director of Alko International.

Before the flight involved in the accident, the pilot himself had loaded and prepared the aircraft. According to the statement of the official on duty, neither the pilot nor the passengers were behaving conspicuously. The flight plan envisaged a VFR-IFR-VFR flight from Egelsbach (EDFE), south of Frankfurt, to Samedan (LSZS) in the Engadine. After take-off, the flight was to proceed under VFR (visual flight rules) to the waypoint RID and then to waypoint GERSA under IFR (instrument flight rules). From GERSA it was then planned to continue flying to Samedan under VFR again. The total duration of the flight was indicated in the flight plan as 75 minutes, and the endurance was indicated as 4 hours and 30 minutes. Take-off took place in Egelsbach at 10:09 LT. At 10:37 LT, the pilot contacted Swiss Radar Lower Sector North on frequency 136.150 MHz as follows: “... level two one zero inbound Trasadingen”. He was instructed to continue flying in the direction of GERSA. At 10:45 LT, the pilot contacted Radar Lower Sector South, on frequency 128.050 MHz, and continued flying as far as LUKOM. Based on an instruction from air traffic control, the aircraft left flight level 210 and descended to flight level 170. The pilot was instructed to continue flying direct to Samedan. At 11:10 LT, the pilot changed from instrument flight rules to visual flight rules and signed off from Lower Sector South. He attempted to contact Samedan. Initially, the communication was poor. After several attempts, he made contact at 11:15 LT on the Samedan aerodrome frequency. At 11:18 LT, the pilot reported that he was over the aerodrome and wanted to fly to the east to get below the cloud ceiling. No further radiocommunication took place. Shortly afterwards, witnesses saw the aircraft fall out of the clouds in an uncontrolled attitude. The aircraft crashed into the ground in a flat spin and with practically no forward motion. The aircraft was destroyed and all five occupants were killed.

While descending to Hahn Airport, the pilot encountered marginal weather conditions with limited visibility due to clouds down to 500 feet. On approach, the twin engine aircraft collided with trees and crashed about 11 km from the runway 03 threshold. The aircraft was destroyed and both occupants were killed.

The twin engine aircraft departed Zweibrücken Airport on a VFR flight to Egelsbach, carrying two passengers and one pilot. Following an uneventful flight at an altitude of 5,000 feet and while approaching the destination, the pilot informed ATC about technical problems and elected to divert to Griesheim-August-Euler Airport. On short final, while completing a left turn, the aircraft stalled and crashed 160 metres short of runway 25 threshold, bursting into flames. The aircraft was destroyed and all three occupants were killed.

On January 11 1999, during a local check flight for the new owner-pilot, as the aircraft was descending through about 150 feet during the final stage of a visual approach to Runway 27 at Frankfurt Egelsbach Airport, Egelsbach, the pilot 'pulled the throttles back to ground idle.' The check pilot immediately moved the throttles forward again but meanwhile the aircraft had developed a high rate of descent and it touched down very hard on the threshold of Runway 27 wherein the nose gear and left main landing gear broke off.

The aircraft departed Egelsbach Airport in the middle morning on a local charter flight, carrying 29 passengers and a crew of three, among them a team who should make a TV movie on board. In flight, the captain left his seat and passengers came in the cockpit. The copilot was supposed to follow the Rhine River but distracted by discussions with the passengers, he mistook the Rhine with the Neckar River. Few minutes later, weather conditions deteriorated and the copilot decided to continue instead of returning. At an altitude of about 500 metres, he initiated a left turn when the aircraft struck trees and crashed in a wooded area located in the forest of Hoher Nistler, about 5 km northeast of Heidelberg. Four passengers were seriously injured while 28 other occupants were killed.