Piper PA-28-140 accident near Prospect Height, Illinois, September 17, 2006
On September 17, 2006 at about 3:05 pm local time, a Piper PA-28-140, registered N560DH, was substantially damaged in an accident near Prospect Height, Illinois (Palwaukee Muni airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The partial loss of engine power during takeoff due to the flight crews failure to use carburetor heat and the flight instructor's inadequate planning/decision. A factor was the unsuitable terrain for a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 17, 2006 · about 3:05 pm local time
- Place
- Prospect Height, Illinois · Palwaukee Muni · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-28-140 · all PA-28-140s on the register
- Registration
- N560DH · no longer on the register · serial 28-7325560
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane sustained substantial damage when it impacted trees and terrain after an engine failure after takeoff at about 150 feet above ground level. The CFI stated, "Normal takeoff ... At approximately 150 [feet above ground level] engine began developing less than full power. Unable to maintain altitude. Maneuvered to avoid houses and property. Last choice available - fly into tree." The student pilot stated, "At [about 150 feet above ground level] aircraft stopped climbing and CFI took over the controls. He checked the throttle, made sure it was fully applied. At that point aircraft was slowing down and loosing airspeed, altitude. Rpm's dropped to [about] 2300. Carburetor heat was not used during a flight." An on-scene examination of the wreckage revealed no pre-impact anomalies. The carburetor heat lever was found in the off position. The local temperature and dew point at the time of the accident were plotted on a Transport Canada carburetor-icing chart. Their intersection fell in the moderate icing-cruise power or serious icing-descent power area.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Flight instructor
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 21,000 hours in all; 100 in this make and model; 69 in the last 90 days; 35 in the last 30 days; 18,000 as pilot in command; 1,000 on instruments
- Last flight review: June 1, 2006
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Dual student
- Injury: minor injuries
The aircraft
- Airframe total time: 5,206.2 hours
- Last inspection: 100-hour inspection, August 1, 2006; 19 hours since
- Maximum gross weight: 2,155 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E3D (piston); 0 hours total
The flight
- Departed from: PWK Chicago/Prospec IL at 3:00 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 210° at 8 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 61°F (16°C)
- Altimeter: 29.79 inHg
- Observation at 3:14 pm from PWK, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.