Narrative:

The accident took place on an instrument training flight. We both, pilot and myself, obtained independent WX briefings and we were told negative ice. We proceeded to fly a training flight from pwk to jvl. While descending on the ILS runway 4 localizer at jvl we began picking up unforecast ice. When we reached our agreed decision ht the trainee applied full power and began the missed approach turn. He called out 'I have a positive rate of climb' and I could see on the vsi he in fact did. He retracted the gear. He called out 'it won't climb.' at this point the airplane began to shudder and shake and I yelled 'push the nose down!' we broke out of the overcast over some corn stalks in a farm field in a level attitude. The sink rate was such that we impacted the ground and slid along about 200 ft. Neither one of us even swallowed our chewing gum. We were perfectly ok and were so the next day. The airplane looked ok also but it was determined later that there was structural damage to the air frame and the insurance company decided to call it a total loss. Ice is always a possibility in this climate in the winter time regardless of forecasts. Also, I will always land the airplane if I pick up any ice on an approach instead of going around. This is in reply to your letter referencing acn #258456. This was handled by the milwaukee FSDO. They classed this as an incident, but they made me take a 609 ride. As a matter of fact, I took the ride yesterday and the inspector signed me off as a competent ATP.

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Original NASA ASRS Text

Title: AN SMA SEL ACFT ICED UP DURING AN ILS APCH CAUSING THE ACFT TO CRASH LAND SHORT OF THE RWY DURING GAR AT DECISION HT.

Narrative: THE ACCIDENT TOOK PLACE ON AN INST TRAINING FLT. WE BOTH, PLT AND MYSELF, OBTAINED INDEPENDENT WX BRIEFINGS AND WE WERE TOLD NEGATIVE ICE. WE PROCEEDED TO FLY A TRAINING FLT FROM PWK TO JVL. WHILE DSNDING ON THE ILS RWY 4 LOC AT JVL WE BEGAN PICKING UP UNFORECAST ICE. WHEN WE REACHED OUR AGREED DECISION HT THE TRAINEE APPLIED FULL PWR AND BEGAN THE MISSED APCH TURN. HE CALLED OUT 'I HAVE A POSITIVE RATE OF CLB' AND I COULD SEE ON THE VSI HE IN FACT DID. HE RETRACTED THE GEAR. HE CALLED OUT 'IT WON'T CLB.' AT THIS POINT THE AIRPLANE BEGAN TO SHUDDER AND SHAKE AND I YELLED 'PUSH THE NOSE DOWN!' WE BROKE OUT OF THE OVCST OVER SOME CORN STALKS IN A FARM FIELD IN A LEVEL ATTITUDE. THE SINK RATE WAS SUCH THAT WE IMPACTED THE GND AND SLID ALONG ABOUT 200 FT. NEITHER ONE OF US EVEN SWALLOWED OUR CHEWING GUM. WE WERE PERFECTLY OK AND WERE SO THE NEXT DAY. THE AIRPLANE LOOKED OK ALSO BUT IT WAS DETERMINED LATER THAT THERE WAS STRUCTURAL DAMAGE TO THE AIR FRAME AND THE INSURANCE COMPANY DECIDED TO CALL IT A TOTAL LOSS. ICE IS ALWAYS A POSSIBILITY IN THIS CLIMATE IN THE WINTER TIME REGARDLESS OF FORECASTS. ALSO, I WILL ALWAYS LAND THE AIRPLANE IF I PICK UP ANY ICE ON AN APCH INSTEAD OF GOING AROUND. THIS IS IN REPLY TO YOUR LETTER REFING ACN #258456. THIS WAS HANDLED BY THE MILWAUKEE FSDO. THEY CLASSED THIS AS AN INCIDENT, BUT THEY MADE ME TAKE A 609 RIDE. AS A MATTER OF FACT, I TOOK THE RIDE YESTERDAY AND THE INSPECTOR SIGNED ME OFF AS A COMPETENT ATP.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.