Yellow Pine, ID, USA
N6939K
PIPER PA 20
The pilot reported that, while the airplane was on final approach to the airport, he realized that it was too high, so he performed a slip to lose altitude; however, due to the excessive speed and descent rate, the airplane subsequently landed hard just before midfield and bounced twice. The pilot then added full power to initiate a go-around. However, the airplane would not climb at a sufficient rate to clear the trees at the end of the runway. The airplane collided with a tree and subsequently impacted the ground adjacent to the departure end of the runway. Postaccident examination of the airplane revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The calculated density altitude was 7,697 ft mean sea level and the airplane was about 46 lbs under its maximum gross weight at the time of the accident. It is possible that these issues adversely affected the airplane's climb rate during the go-around.
HISTORY OF FLIGHT On June 18, 2015, about 1220 mountain daylight time, a Piper PA-20 airplane, N6939K, sustained substantial damage when it impacted a tree and the ground during an aborted landing at the Johnson Creek Airport (3U2), Yellow Pine, Idaho. The private pilot and pilot-rated passenger were seriously injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight and a flight plan was not filed. The cross-country flight originated from the Joseph State Airport (JSY), Joseph, Oregon, at an undetermined time. A witness reported to a Federal Aviation Administration (FAA) inspector that the airplane touched down just before mid-field and bounced twice before the pilot added power for a go-around. During the go-around, the nose of the airplane pitched up to a high angle while it was airborne and traveling down the runway. The left wing dipped shortly before colliding with a large tree about 30 feet above the ground near the southeast corner of the departure end of the runway. Subsequently, the airplane impacted a parked vehicle at the base of the tree. The pilot reported to an FAA inspector that as he turned onto final approach for runway 17, he realized he was too high in altitude, and initiated a slip to lose altitude. The pilot stated that there were three airplanes ahead of him on final, and two following him in the airport traffic pattern. The three airplanes ahead of him were clear of the runway and in the process of parking when he had crossed over the runway approach end of runway 17. He stated his forward speed and descent rate were too fast which resulted in a hard landing and subsequent bounces. The pilot said that he added full power to attempt a go-around. Despite his efforts, the airplane was not producing a positive rate of climb. As the airplane was approaching the departure end of the runway, the pilot turned the airplane to the left towards a small opening in the trees. During the turn, the left wing began to drop and the pilot corrected by leveling the wings. Subsequently, the airplane collided with a tree near the departure end of the runway. Postaccident examination of the airplane was conducted on site by the FAA inspector. The left wing separated and the fuselage and right wing were substantially damaged. The examination of the airplane revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. AIRCRAFT INFORMATION The four-seat, high-wing, fixed-gear airplane, serial number (S/N) 20-43, was powered by a Lycoming O-290 engine, rated at 135 horse power. Using the pilot and passenger's reported weights, fuel onboard, weights of recovered luggage, and an estimated empty weight of the airplane, it was determined that the airplane would have been about 46 pounds under the published maximum gross weight of 1,800 pounds at the time of the accident. METEOROLOGICAL INFORMATION A review of recorded data from the McCall Municipal Airport automated weather observation station, located 26 miles west of the accident site, revealed at 1151, conditions were wind variable at 3 knots, visibility 10 statute miles, clear skies, temperature 23 degrees Celsius, dew point 7 degrees Celsius, and an altimeter setting of 30.05 inches of mercury. Using the reported weather conditions and airport elevation, the calculated density altitude was about 6,998 feet mean sea level (msl), with a pressure altitude of about 4,839 feet msl. According to the FAA inspector, temperature at U42 at the time of the accident was about 29 degrees Celsius, calculates the density altitude to about 7,697 feet msl. AIRPORT INFORMATION The Johnson Creek Airport (U42) is a non-towered airport with a reported field elevation of 4,960 feet msl. The airport is equipped with one turf runway, runway 17 and 35, which is 3,400 feet in length and 150 feet wide. The airport is located in the bottom of a canyon surrounded by heavily wooded mountainous terrain. Numerous large trees border the sides and ends of the runway. TEST AND RESEARCH The manufacturer's supplied Airplane Flight Manual performance charts, revealed that the weather conditions present at the time of the accident, maximum gross weight of the airplane, and at the chart's maximum altitude value of 7,000 feet msl, the airplane would have a normal rate of climb of 360 feet per minute.
The pilot's delayed decision to go around after realizing that the airplane’s airspeed and altitude were too high, which resulted in an inadequate flare and bounced landing and a subsequent go-around in high-density altitude conditions.
Source: NTSB Aviation Accident Database
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