Accident Overview
On 5 April 2000, a Piper PA-60-602P aircraft crashed in a forested area near Morbach, Germany, approximately 5 nautical miles from the threshold of runway 03 at Hahn Airport. The aircraft was destroyed, and both occupants were killed. The flight originated from Aschaffenburg and was intended to be an instrument approach training session for type rating.
Flight Crew
The flight crew consisted of a pilot-in-command (the instructor, designated as the pilot responsible for the flight) and a trainee pilot. The instructor held a valid airline transport pilot license with instrument rating, issued on 28 November 1990, and had a total flight experience of 6,385 hours, including 844 hours on the Piper PA-60 Aerostar. The trainee, with a commercial pilot license issued on 14 May 1992, had a total of 3,082 hours flight experience, including 4 hours and 31 minutes on the accident aircraft type during the previous two days. Both pilots underwent post-mortem examinations, which revealed no evidence of impairment from disease, alcohol, or medication.
Aircraft Information
The aircraft was a Piper PA-60-602P Aerostar, manufactured in 1981, with a maximum takeoff weight of 2,722 kg. It was powered by two Lycoming IO-540-AA1A5 engines. The total operating time was 2,348 hours, and 11 hours had elapsed since the last inspection. The aircraft was certified for flight, and all required maintenance had been performed. Center of gravity and mass were within limits.
Meteorological Conditions
At the time of the accident, the area was influenced by a cold front extending from the Baltic Sea to southern France. At the accident site near Morbach, the wind was from 350° to 030° at 10 to 15 knots, gusting to 20–25 knots. Stratus clouds covered 8/8 of the sky, with a base between 1,700 and 1,900 feet MSL. Below this, scattered stratus with bases at 1,500–1,700 feet MSL were present. The clouds were widespread. The accident site, at an elevation of about 1,900 feet MSL, was within clouds. Light rain and mixed snow were possible. The freezing level was likely between 2,000 and 3,000 feet MSL, with moderate icing above.
Flight History
The flight departed Aschaffenburg under visual flight rules (VFR) and later switched to instrument flight rules (IFR). After radar vectors, the aircraft was guided onto the ILS approach for runway 03 at Hahn. At 13:43 UTC, the crew contacted Frankfurt Area Control. The pilot-in-command requested two ILS approaches with missed approaches. The controller provided weather information: wind 360° at 4 knots, visibility 1,000 meters, cloud ceiling 100 feet scattered and 200 feet broken. The aircraft was cleared to 6,000 feet and later directed to turn onto the approach course. At 13:52, the aircraft was established on the localizer and cleared for the ILS approach. The crew was instructed to switch to tower frequency but did not call.
Accident Site and Wreckage
The crash site was in a tall forest near Morbach. Impact signatures and debris distribution indicated a near-vertical descent. The aircraft was highly fragmented, limiting examination. Both propellers were broken off, but blade reconstruction suggested both engines were producing power at impact. Landing gear and flap positions could not be determined. Cockpit components were too damaged to infer switch or system states.
Radar Path Reconstruction
Radar data from multiple stations provided a partial flight path. At 13:52:16, the aircraft was at 4,350 feet MSL on the approach course at 11 nautical miles from the Hahn DME (HND). It intercepted the glide slope from below at 9.4 NM, then tracked the glide path with minor corrections, reducing speed from 200 to 150 knots. Descent rate initially was 1,400–1,600 ft/min, then reduced to 800–1,100 ft/min. At 6.5 NM DME, the aircraft was at 1,600 feet above ground level (GND), about 300 feet below the glide path. The next radar target, four seconds later, showed a climb to 2,000 feet GND. The final target, at 6.0 NM DME, indicated a descent at 2,800 ft/min, after which radar contact was lost.
Investigation Findings
Technical examination of the wreckage and maintenance records revealed no evidence of a malfunction that could have caused the accident. However, due to the extensive damage, a technical failure could not be definitively ruled out. The pilot-in-command was properly licensed. Based on available information, no pilot error during the approach was identified. The radar data showed an unusual altitude profile: a brief descent below the glide path, a climb of 400 feet in eight seconds, then a steep descent. This profile was derived from only three radar returns, with altitude resolution in 100-foot increments.