Cessna 172 accident near Eagle River, Wisconsin, April 25, 1998
On April 25, 1998 at about 3:40 pm local time, a Cessna 172, registered N79006, was substantially damaged in an accident near Eagle River, Wisconsin (Eagle River airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot failed to compensate for the wind conditions, improperly executed a go-around when he raised the flaps, and failed to maintain obstacle clearance with the trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 25, 1998 · about 3:40 pm local time
- Place
- Eagle River, Wisconsin · Eagle River · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172 · all 172s on the register
- Registration
- N79006 · no longer on the register · serial 17257803
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that when he flew over the airport at mid-field, the wind 'was switching around to the point that runway 31 would be a better choice.' As he was approaching runway 31 on short final, the airplane was not slowing down. He looked at the wind sock and it indicated that the wind was 'almost directly behind me.' He removed carburetor heat, applied full power, and raised the flaps. Initially the airplane started to accelerate, but then it 'seemed to slightly sink.' He reported that all he could see was the tops of trees so he 'pulled the nose up as high as he could to stall the airplane.' The airplane settled through the trees. The pilot did not claim that there was anything wrong with the airplane prior to the impact. The pilot information manual stated the procedures for a balked landing were: 'In a balked landing (go-around) climb, reduce the wing flap setting to 20 degrees immediately after full power is applied. If obstacles must be cleared during the go-around, leave the wing flaps in the 10 degrees to 20 degrees range until the obstacles are cleared. After clearing any obstacles the flaps may be retracted as the airplane accelerates to the normal flaps-up climb speed of 80 to 90 MPH.'
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
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land
- Flight time: 215 hours in all; 141 in this make and model; 4 in the last 90 days; 4 in the last 30 days; 129 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,015 hours
- Last inspection: annual inspection, September 1, 1997; 25 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320-E20 (piston); 0 hours total
The flight
- Departed from: EGV at 4:15 pm
- Flight plan: none
- Runway 31, 2,170 ft by 140 ft
Weather at the time
- Light: daylight
- Wind: from 110° at 8 knots, gusting 14
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 54°F (12°C), dew point 36°F (2°C)
- Altimeter: 29.00 inHg
- Observation at 4:56 pm from EGV
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.