NEW HAVEN, MI, USA
N2423Q
CESSNA 182S
THE PILOT SAID HE INITIATED A GO AROUND AFTER REALIZING HE COULD NOT STOP ON THE REMAINING RUNWAY AFTER MAKING A DOWNWIND LANDING. HE SAID HE HAD 20 DEGREES OF FLAPS EXTENDED WHEN HE STARTED THE GO AROUND. AFTER LIFTOFF THE PILOT RETRACTED THE FLAPS AT AN AIRSPEED BETWEEN 55 AND 60 KNOTS INDICATED AIRSPEED. THE AIRPLANE SETTLED INTO BRUSH AT THE RUNWAY'S DEPARTURE END AND SLOWED DOWN, ACCORDING TO THE PILOT. HE SAID HE LEFT FULL POWER IN FOR A SHORT DISTANCE BUT CLOSED THE THROTTLE AFTER HE NOTICED THE AIRPLANE WAS NOT ACCELERATING. THE AIRPLANE CONTINUED THROUGH 5 FOOT HIGH WEEDS, STRIKING 2 FENCE POSTS AND COMING TO A REST IN A DITCH. DURING AN INTERVIEW THE PILOT SAID HE OBSERVED THE WIND SOCK SHOWING RUNWAY 18 WAS THE RUNWAY IN USE. HE SAID HE LANDED ON RUNWAY 36.
On July 3, 1995, at 1230 eastern daylight time, a Cessna 182S, N2423Q, piloted by a private pilot, was substantially damaged when it collided with vegetation and obstacles during an aborted landing at the McComb Airport, New Haven, Michigan. Visual meteorological conditions prevailed at the time of the accident. The personal 14 CFR Part 91 flight was not operating on a flight plan. The pilot and three passengers reported no injuries. The flight departed from Flushing, Michigan, at 1150 edt. According to the pilot's written statement on NTSB Form 6120.1/2, he noticed his ground speed was too fast to safely stop after landing downwind on runway 36 at the Macomb Airport, New Haven, Michigan. The pilot said he had initiated a go-around. After becoming airborne the pilot said he retracted the landing flaps "...to gain ground speed." The pilot said he listened to an automatic terminal information service broadcast for a nearby airport. He said he determined runway 18 was the "...logical..." choice for landing. During an interview with the pilot he said he observed the airport's windsock showing runway 18 was the runway to use. When asked why he used the downwind runway, he said he had no idea. After lifting off during the go-around maneuver the pilot said he retracted the flaps when his airspeed was between 55 and 60 KIAS. It was at this time the airplane settled into the brush at the runway's end. He said he maintained full power for a short distance after the airplane was on the ground. He said he did not observe any increase in the airplane's speed and closed the throttle. One witness said N2423Q touched down halfway down the 2,200 foot runway. He said the pilot applied power as the airplane approached the runway end initiating a go-around with 20 degrees of flaps extended. The witness said the flaps were retracted after the airplane became airborne. He said the airplane settled back onto the runway and then ran off the runway end into a field. He said N2423Q's engine sounded as though it was at full power as it went through the "...5 foot high weeds, striking 2 fence posts, and coming to a stop in a ditch." During the pilot interview it was revealed he flew N2423Q on final approach at 80 knots indicated airspeed (KIAS). The pilot said he touched down at 75 KIAS. The Cessna 182 Pilot Operating Handbook (POH) states the final approach airspeed, should be 60 to 70 KIAS when flaps have been extended. The balked landing, or go-around is initiated at 70 KIAS according to the POH. The POH states the go-around, where flaps were used, states the flaps should be at a 20 degree setting until all obstacles have been cleared.
THE PILOT'S IMPROPER RAISING OF THE FLAPS DURING THE ABORTED LANDING. FACTORS ASSOCIATED WITH THIS ACCIDENT WERE THE PILOT SELECTING THE WRONG RUNWAY, NOT ATTAINING THE APPROPRIATE TOUCHDOWN POINT ON THE RUNWAY, AND DELAY IN ABORTING THE LANDING.
Source: NTSB Aviation Accident Database
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