Leipzig-Halle

The airplane departed Leipzig-Halle Airport at 0308LT on a cargo service (flight BCS18D) to Vilnius on behalf of DHL Airways, carrying two passengers and two crew members. On final approach to Vilnius Airport at night and marginal weather conditions, the airplane descended too low and crashed into houses, bursting into flames. The wreckage was found about 1,400 metres short of runway 19. A pilot was killed and three other occupants were injured. The airplane was totally destroyed.

Following an uneventful flight from Leipzig, the crew started the descent to Paris-Roissy-CDG Airport runway 27R. At an altitude of 400 feet on approach, the automatic pilot system was deactivated. At an altitude of 200 feet, the decision height, the crew decided to continue the approach as the runway was in sight and the aircraft was stable. During the last segment, at a height of 50 feet, power levers were reduced to flight idle and the aircraft went into a nose up attitude (maximum value of 11°). Both main gears touched down at a speed of 120 knots but the aircraft bounced twice and went into a pitch down attitude, causing the nose gear to land first during the third touchdown. On impact, the nose gear collapsed and the aircraft slid for dozen yards before coming to rest. All 19 occupants were evacuated safely and the aircraft was later considered as damaged beyond repair.

On 8 August 2013 at 1914 hrs the airplane, arriving from Stockholm, Sweden, landed at Leipzig/Halle Airport. After the landing it taxied to apron 2 to stand 207. On board the airplane were the Pilot in Command (PIC), the co-pilot, one flight engineer, one navigator, one radio operator, and two flight mechanics. The driver of the fueling vehicle stated that the airplane was refuelled between 0058 and 0121 hrs with 22,809 l fuel. The flight engineer stated that approximately at the same time the loading had occurred and was completed at about 0140 hrs. Between 2330 and 0100 hrs the airplane was loaded with 48,960 one-day-old chickens. They had a total mass of 3,061 kg. Take-off for the flight to Mineralye Vody, Russia, was planned for 0215 hrs. At 0201 hrs the engine start-up clearance was issued and the APU started. After the APU was running, engine No 1, outer left, was started. Once engine No 1 had reached idle speed the start-up for engine No 4, outer right, was begun. During engine start-up of engine No 4 the crew noticed a dull bang and the airplane jerked. The co-pilot, who monitored the APU instruments during engine start-up, had observed rotary speed oscillations and a temperature rise. A short time later the APU fire warning indication illuminated. The crew shut off the two already running engines and triggered the APU fire extinguisher system. One photo (see Appendix) shows a glaring light on the left fuselage side. At this time propellers 1 and 4 were turning; propellers 2 and 3 stood still. Video recordings show fire in the area of the left main landing gear. The co-pilot stated that the PIC had then opened the cockpit door. Flames were already visible in the cargo compartment. The PIC stated that he sent one of the flight mechanics outside for a check. He left the aircraft through the emergency exit located in the floor of the cockpit. After he had left the airplane, he immediately reported that the APU was burning. Subsequently, the three fire extinguishers located in the cockpit were handed down. In addition, the flight engineer and the second flight mechanic left the airplane; they confirmed the fire. Together the three men tried to extinguish the fire with on-board fire extinguishers. The PIC instructed the radio operator to report the situation to the tower. At 0207:45 hrs the radio operator reported the fire and requested the fire brigade. Around 0208 hrs the fire was noticed by other witnesses. They stated that the area of the left main landing gear was burning and that in this area on the left side below the fuselage some liquid leaked on to the ground. At 0208:01 hrs the tower alerted the fire station east. Half a minute later the fire station west was alerted. At 0209:00 hrs the tower announced the location of the fire. At 0212:06 hrs the first fire truck reached the airplane and undertook the first extinguishing attempt with foaming agent. The crew members evacuated the airplane through the front emergency exit located in the floor of the cockpit. Then they left the danger zone and retreated to a grassy area about 50 m in front of the airplane.

The crew took off from Leipzig Airport at 0438LT bound for Bratislava Airport (Slovakia). The approximately forty-five minutes flight took place without incident and the crew was cleared for the ILS approach to runway 22. The Captain was PF. During the descent, the controller informed the crew that the wind was from  120° at  7  kt. The crew selected the slats and flaps at 25°. The antiskid and the autobrake were armed in MED mode. The ILS 22 approach was stable until the wheels touched down. The main landing gear touched the runway about 700 m from the threshold of runway  22. The crew deployed the thrust reversers. About six seconds after the nose gear touched, the crew felt strong vibrations that increased as the speed dropped. At 85 kt, the thrust reversers were retracted. The aeroplane veered towards the left. The PF explained that he applied energetic braking and tried in vain to counter the rocking by using the rudder pedals then the nose gear steering control. He  added that the sequence occurred so quickly that he did not think to use differential braking to try to keep the aeroplane on the runway. The aeroplane exited the runway to the left at a speed of about 45 kt. Its nose gear struck a concrete inspection pit and collapsed. The aeroplane skidded for a few dozen metres before coming to a stop. The crew evacuated the aeroplane. Between the start of the vibrations and the aeroplane stopping, it had rolled about 400 metres.