CHI01LA200

The airplane sustained substantial damage on impact with trees during initial climb. The pilot and two passengers were uninjured.

The pilot aborted two takeoffs. The pilot indicated, "This time I changed my route to get a longer run (3). I step taxied to the southwest corner of the lake accelerating to the east and departed to the north to maximize the length of my takeoff run. This time I lifted off cleanly with good airspeed. Initially I climbed well, but after a bit my climb rate slowed. At a point several hundred yards from shore I realized I may not clear the trees. I did not feel I had enough room to safely turn the aircraft back, so I elected to maintain my direction and increase my angle of attack little by little to try to clear the trees and keep the aircraft flying. I cleared the first row of trees, but dragged my left float through a tree top at which point the aircraft stalled falling off to the left, striking a tree with my left float. The aircraft slide down this same tree coming to rest at its base." The pilot listed no "mechanical malfunction failure" on his statement. At 2055, density altitude was 3,705 feet above mean sea level. The pilot's safety recommendation was, "Less weight, cooler outside temp, better wind." The pilot stated that he did not perform a density altitude calculation prior the the accident flight.

On July 8, 2001, about 1500 central daylight time, a Cessna 175, N103DL, piloted by a private pilot, sustained substantial damage on impact with trees on initial climbout from Dear Lake, near Tomahawk, Wisconsin. The personal flight was operating under 14 CFR Part 91. Visual meteorological conditions prevailed at the time of the accident. No flight plan was on file. The pilot and two passengers reported no injuries. The flight was originating at the time of the accident and was destined for Ham Lake, Minnesota.

The pilot's written statement stated, "Because the wind was light I decided to put aircraft on the step heading south and do a step turn heading north. I aborted this first takeoff attempt early, because I did not use enough lake and knew I would not have enough room to takeoff (1). I kept aircraft on the step followed the east shoreline south turning aircraft north again and accelerated for takeoff. This time I lifted aircraft off water at too low of an airspeed. Realizing that I could not accelerate and climb out in time I aborted this attempt (2). I set the aircraft back down on the water keeping it on the step. This time I changed my route to get a longer run (3). I step taxied to the southwest corner of the lake accelerating to the east and departed to the north to maximize the length of my takeoff run. This time I lifted off cleanly with good airspeed. Initially I climbed well, but after a bit my climb rate slowed. At a point several hundred yards from shore I realized I may not clear the trees. I did not feel I had enough room to safely turn the aircraft back, so I elected to maintain my direction and increase my angle of attack little by little to try to clear the trees and keep the aircraft flying. I cleared the first row of trees, but dragged my left float through a tree top at which point the aircraft stalled falling off to the left, striking a tree with my left float. The aircraft slide down this same tree coming to rest at its base." The pilot listed no "mechanical malfunction failure" on his statement. (See appended statement and sketch.)

At 1455, the Merrill Municipal Airport (RRL), near Merrill, Wisconsin, weather was: Wind 270 degrees at 7 knots; visibility 10 statute miles; sky condition broken 6,000 feet broken 7,000 feet; temperature 32 degrees C; dew point 18 degrees C; altimeter 29.87 inches of mercury.

At 1455, density altitude at RRL was 3,705 feet above mean sea level.

The pilot's safety recommendation was, "Less weight, cooler outside temp, better wind."

The pilot stated that he did not perform a density altitude calculation prior the the accident flight.