What happened
On November 2, 2010, a Piper PA 46-350P departed Karlsruhe/Baden-Baden, Germany, bound for Cottbus-Drewitz, Poland, under instrument flight rules (IFR). The aircraft was carrying two occupants, including the pilot. After cruising at FL 190, the aircraft began its descent toward the NDB-RWY-2 and approached the Cottbus-Drewitz NDB at approximately 3,900 ft AMSL.
As the aircraft transitioned toward the final approach, it performed a left turn. Radar and military tracking data indicated that the aircraft's altitude fluctuated significantly during this maneuver, dropping from 2,400 ft to 600 ft AMSL. The aircraft ultimately struck a field south of Gubin, Poland, at a steep angle and high speed, catching fire upon impact. Both occupants were killed in the crash.
The investigation
The BFU investigation focused on the flight path, radar data, and the aircraft's configuration. The investigation established that the aircraft was well-maintained, with no evidence of mechanical failure or engine issues. The pilot was highly experienced, holding a commercial pilot license with extensive time in the PA 46 type.
Investigators analyzed the meteorological conditions, noting a temperature inversion at 2,500 ft AMSL and low stratus clouds. While the pilot was flying under IFR, the investigation determined that the aircraft likely entered cloud cover during the turn to final approach. Furthermore, radar data revealed that the aircraft was maintaining an excessively high ground speed during the approach phase, far exceeding the recommended speeds for this aircraft type and procedure.
Findings
- The primary cause of the accident was the loss of control when the aircraft transitioned from visual to instrument conditions during the approach.
- Excessive airspeed during the approach prevented the pilot from maintaining the required flight path.
- The transition from autopilot to manual flight during a high-load maneuver contributed to the loss of control.
- The pilot experienced a loss of situational awareness due to the loss of external visual references during the turn.
- The high speed necessitated a bank angle of approximately 30 degrees to maintain the course, which exceeded the autopilot's capability of 22 degrees, forcing manual intervention under high workload.