CHI95LA317

Factual narrative

On September 11, 1995, at 1540 central daylight time (cdt), a Piper PA-28-181, N3071H, piloted by a private pilot, was substantially damaged during a collision with trees and terrain during the initial phase of a go-around. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 personal flight was not operating on a flight plan. The pilot and passenger reported no injuries. The flight departed West Chicago, Illinois, at 1430 cdt. The pilot's written statement on NTSB Form 6120.1/2 said the winds at an airport close to the accident airport were out of the south at five knots. He said he decided to use runway 18 (2,100' X 50' dry sod) at the Wag Aero Airport, Lyons, Wisconsin, after receiving the surface wind report. He said his first approach to the runway was, "...a little high and fast... ." He said he went around and made a second approach to the runway. The pilot said his second approach was flown at "...79 KIAS and [a] vertical speed [of] 500 FPM over the threshold." He said the airplane floated and bounced twice after touching down. According to the pilot, he was too late in his decision making process when he decided to go around. He added full power but neglected to retract the full flaps he had previously extended. During a telephone conversation with the pilot he said he normally does not fly into small airports. He always tries to fly into airports served by control towers and that have instrument approaches associated with them. He said he failed to use the correct final approach speed. He said he should have used 70 knots indicated airspeed (KIAS) instead of the 79 KIAS that he used. The pilot said N3071H's pilot's operating handbook (POH) states 66 KIAS should be used for a final approach speed. A review of the POH revealed the final approach speed for normal full flap landings should be 66 knots indicated airspeed (KIAS). The POH says that a short field landing is accomplished using full flaps and "...enough power to maintain the desired airspeed and approach flight path." The description of this type landing did not include an airspeed to be flown. The POH landing performance chart stated "Power off approach, 40 degrees flaps, 66 KIAS approach speed, full stall touch down, maximum braking... ." THE PILOT SAID HE PERFORMED A GO-AROUND DURING HIS FIRST LANDING APPROACH DUE TO BEING A '...LITTLE HIGH AND FAST... .' DURING THE SECOND LANDING APPROACH HE SAID THE AIRPLANE'S AIRSPEED WAS 79 KIAS AND THE AIRPLANE WAS DESCENDING AT 500 FPM WITH 40 DEGREES OF FLAPS EXTENDED. ACCORDING TO THE AIRPLANE'S PILOT OPERATING HANDBOOK, THE FINAL APPRACH SPEED SHOULD HAVE BEEN 66 KNOTS INDICATED AIRSPEED. THE PILOT SAID THE AIRPLANE FLOATED DOWN THE RUNWAY AND BOUNCED TWO TIMES AFTER TOUCHING DOWN. THE PILOT SAID HE DECIDED TO GO-AROUND BUT WAS TOO LATE IN HIS DECISION MAKING PROCESS. HE SAID HE ADDED FULL POWER BUT NEGLECTED TO RETRACT THE FLAPS. THE AIRPLANE RAN OFF THE END OF THE RUNWAY, COLLIDING WITH TREES AND A BERM BEFORE COMING TO A STOP. THE PILOT SAID HE NORMALLY DOES NOT FLY INTO SMALL AIRPORTS. HE SAID HE ALWAYS TRIES TO FLY INTO CONTROLLED AIRPORTS THAT ARE SERVED BY INSTRUMENT APPROACHES. THE RUNWAY THE PILOT WAS ATTEMPTING TO LAND ON WAS 2,100 FEET LONG AND 50 FEET WIDE. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12