What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
The PIC stated that he was repositioning N728VM from ilm to N21.
" I arrived there at approx. 5:00 pm and initiated an approach to 32 at
N21. On the first approach, I was fast and initiated a go around at approximately 100 AGL. On the
Second approach I descended to the runway, flared, and reached a point that I determined a proper
Landing was not possible. At that point I figured I was beyond a point to make a go around and clear
The power lines at the end of the runway. I felt the safer and lower risk action was to continue the
Landing and bring the aircraft to a stop as quickly as possible. I continued straight forward and
Applied max braking. The aircraft continued beyond the end of the runway and I initiated a 90
Degree turn prior to impacting the trees at the end of the extended area beyond runway. Prior to
Coming to a complete stop I hit mower equipment that was located to the right of the extended
Runway edge."
Runway 32/14 is 3591 x 88 feet and is turf. Runway 32 has a displaced threshold of 600 feet which gives 2991 feet of runway available. Runway 14 has a displaced threshold of 982 feet which gives 2609 feet of runway available. The PIC reported that he did not do any performance calculations of weight and balance or landing performance on the day of the accident. The PIC stated that he only received the ATIS at ilm for the weather brief. The PIC stated that the winds were calm as per the windsock at N21 and the runway was dry. He had no passengers and was using full flaps and an approach speed of 75 knots. The wind reported via weather history on the internet at the time of the accident had the winds out of the south at approximately 7 knots, reported from Topsail beach.
As the FAA filed it
THE PIC STATED THAT HE WAS REPOSITIONING N728VM FROM ILM TO N21.
" I ARRIVED THERE AT APPROX. 5:00 PM AND INITIATED AN APPROACH TO 32 AT
N21. ON THE FIRST APPROACH, I WAS FAST AND INITIATED A GO AROUND AT APPROXIMATELY 100 AGL. ON THE
SECOND APPROACH I DESCENDED TO THE RUNWAY, FLARED, AND REACHED A POINT THAT I DETERMINED A PROPER
LANDING WAS NOT POSSIBLE. AT THAT POINT I FIGURED I WAS BEYOND A POINT TO MAKE A GO AROUND AND CLEAR
THE POWER LINES AT THE END OF THE RUNWAY. I FELT THE SAFER AND LOWER RISK ACTION WAS TO CONTINUE THE
LANDING AND BRING THE AIRCRAFT TO A STOP AS QUICKLY AS POSSIBLE. I CONTINUED STRAIGHT FORWARD AND
APPLIED MAX BRAKING. THE AIRCRAFT CONTINUED BEYOND THE END OF THE RUNWAY AND I INITIATED A 90
DEGREE TURN PRIOR TO IMPACTING THE TREES AT THE END OF THE EXTENDED AREA BEYOND RUNWAY. PRIOR TO
COMING TO A COMPLETE STOP I HIT MOWER EQUIPMENT THAT WAS LOCATED TO THE RIGHT OF THE EXTENDED
RUNWAY EDGE."
RUNWAY 32/14 IS 3591 X 88 FEET AND IS TURF. RUNWAY 32 HAS A DISPLACED THRESHOLD OF 600 FEET WHICH GIVES 2991 FEET OF RUNWAY AVAILABLE. RUNWAY 14 HAS A DISPLACED THRESHOLD OF 982 FEET WHICH GIVES 2609 FEET OF RUNWAY AVAILABLE. THE PIC REPORTED THAT HE DID NOT DO ANY PERFORMANCE CALCULATIONS OF WEIGHT AND BALANCE OR LANDING PERFORMANCE ON THE DAY OF THE ACCIDENT. THE PIC STATED THAT HE ONLY RECEIVED THE ATIS AT ILM FOR THE WEATHER BRIEF. THE PIC STATED THAT THE WINDS WERE CALM AS PER THE WINDSOCK AT N21 AND THE RUNWAY WAS DRY. HE HAD NO PASSENGERS AND WAS USING FULL FLAPS AND AN APPROACH SPEED OF 75 KNOTS. THE WIND REPORTED VIA WEATHER HISTORY ON THE INTERNET AT THE TIME OF THE ACCIDENT HAD THE WINDS OUT OF THE SOUTH AT APPROXIMATELY 7 KNOTS, REPORTED FROM TOPSAIL BEACH.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.