1999 Near-Miss Collision Between an Ikarus C42 and an F-4 Phantom in Germany

Incident Overview and Aircraft Details On August 25, 1999, a near-miss collision occurred between a COMCO Ikarus C42 ultralight aircraft and a McDonnell Douglas F-4 Phantom fighter jet near Buggingen, Baden-Württemberg, Germany. The Ikarus C42 is a two-seat, aerodynamically controlled ultralight aircraft with fixed nose gear and a closed cabin. The F-4 Phantom is a low-wing fighter with retractable landing gear, powered by two side-by-side turbojet engines, and features a tandem cockpit. The incident resulted in the destruction of the Ikarus C42, while the F-4 sustained no damage. One passenger in the ultralight was lightly injured, and there was minor ground damage. The F-4 landed safely in Neuburg, and the Ikarus pilot successfully activated the rescue system to land the damaged aircraft in a cornfield. The passenger was transported to a hospital for outpatient treatment. The Ikarus pilot held a license for air sports equipment pilots since 1998 and had 157 total flight hours, including 124 on the same type. The F-4 crew consisted of a pilot and a weapons systems officer, both holding valid military licenses. The pilot had 2,174 total flight hours, including 649 on the F-4, while the WSO had 1,401 total hours, including 1,234 on the F-4. Both F-4 crew members underwent medical and flight toxicological examinations approximately 140 minutes after the incident, with no abnormal findings. The Ikarus had departed from Sonderlandeplatz Bremgarten, approximately 2.4 nautical miles (4.4 km) away, for a private sightseeing flight. About six minutes after takeoff, at approximately 2,050 feet (623 m) above ground level, the Ikarus encountered the F-4 approaching from the left. The F-4 was on a low-level training flight from Fürstenfeldbruck to Neuburg. Just before the turn point at Bremgarten, the F-4 crew noticed an object and attempted to avoid it to the left. The Ikarus pilot was not required to avoid the F-4, which was approaching from the 9 o'clock position. The F-4 was flying at approximately 400 knots (740 km/h), which exceeded the standard 250-knot (463 km/h) speed limit below flight level 100, but was permitted under Bundeswehr flight operations regulations for jet fighter aircraft. The F-4 pilot was required to scan the airspace from 10 o'clock to 2 o'clock and watch for ground landmarks, while the WSO monitored the rear airspace due to restricted forward visibility. According to crew and witness statements, the Ikarus was in the 1 o'clock position during the approach, where cockpit glazing struts may have obstructed the F-4 pilot's view. The theoretical visibility of the Ikarus (6.20 m long) was at 3,100 m, with a closing speed of 240 m/s, allowing approximately 13 seconds for reaction. However, the F-4's curved approach reduced the visible size of the Ikarus, leaving the crew less than 13 seconds from possible detection to passing. The Ikarus pilot found it even more difficult to detect the F-4 due to its approach from the 9 o'clock position. Both aircraft were flying under visual flight rules in uncontrolled airspace G, which extends from the ground to 2,500 feet (760 m) AGL. No radar recordings existed for the encounter because both aircraft were below the radar detection range. The F-4, which was required to avoid the Ikarus, passed it from the left at a very close distance. Immediately afterward, the Ikarus pilot entered the F-4's wake turbulence or exhaust jet, causing the wings to break off and the cabin canopy to detach. The F-4 pilot only noticed the Ikarus just before passing, and an immediate course and altitude maneuver could not prevent the close crossing. The investigation was conducted in accordance with the German Aircraft Accident Investigation Act (FlUUG) of August 26, 1998, with the sole purpose of preventing future accidents and not for determining fault or liability.