Narrative:

I approached dpa from the southeast on a return trip from detroit. The local dpa ATIS was current, which read: '20000 thin scattered, visibility 12 mi, temperature 69 degrees, dew point 35 degrees,left wind 220 at 12, altimeter 30.08, all approachs in use, landing runway 15, departing runway 15 and 28.' after a handoff from chicago approach (O'hare) to dpa tower and chicago's clearance for a visibility approach, I contacted dpa tower about 8 mi out. Dpa advised to expect a visibility approach for runway 15, told me to report 2 mi southeast for the left downwind to runway 15. I did so and entered the pattern for 15 behind a small aircraft on left base. Upon reaching a 3/4 mi final for 15, the tower cleared another small aircraft for takeoff on runway 15, which then pulled onto the runway and started his takeoff roll. I immediately applied full power and started a go around, whereupon dpa tower told me to 'go around.' as I went around, another tower controller came on the frequency and apologized to me, saying that they were 'doing some training today.' he then told me to make right traffic for runway 15. After an extended downwind for traffic, I again entered base and final. And landed on runway 15. Just after T/D, it became very obvious that full right aileron and full left rudder would not keep the airplane tracking straight down the runway and the plane began veering right. Continued left rudder caused the nose wheel to shimmy terribly, so I felt compelled to ease up the rudder (rather than risk collapsing the nose gear). The airplane immediately veered to the right and ran off the runway, down the gentle grass embankment and fortunately for me, came to a stop about 5' before some deep tire ruts. There was no propeller strike. Neither plane nor pilot were hurt. Right after this runway incursion, the tower started using runway 28 for lndgs and began calling the wind as '250 degrees at 15.' one look at the field's windsock, which was straight out, told me that the wind was nearly out of the west and stronger than 15 KTS. There was nothing in the forecast or on the ATIS at dpa to suggest that the winds would be stronger or gusty. It seems that I've done more go around's at dpa than any other airport; it's a fact of life there. Controllers would do well to space out traffic better. Granted, it's a busy airport, but continued go around's when there are 6 planes in the pattern is going to cause a tragedy at dpa someday.

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Original NASA ASRS Text

Title: ATCT TRAINING IN PROGRESS FORCED A GO AROUND ON TRANSITION FROM IFR TO VISUAL APCH. RWY EXCURSION RESULTED FROM NOT CHANGING RWYS WITH WIND SHIFT, AND POOR CROSSWIND TECHNIQUE.

Narrative: I APCHED DPA FROM THE SE ON A RETURN TRIP FROM DETROIT. THE LCL DPA ATIS WAS CURRENT, WHICH READ: '20000 THIN SCATTERED, VISIBILITY 12 MI, TEMP 69 DEGS, DEW POINT 35 DEGS,L WIND 220 AT 12, ALTIMETER 30.08, ALL APCHS IN USE, LNDG RWY 15, DEPARTING RWY 15 AND 28.' AFTER A HDOF FROM CHICAGO APCH (O'HARE) TO DPA TWR AND CHICAGO'S CLRNC FOR A VIS APCH, I CONTACTED DPA TWR ABOUT 8 MI OUT. DPA ADVISED TO EXPECT A VIS APCH FOR RWY 15, TOLD ME TO RPT 2 MI SE FOR THE LEFT DOWNWIND TO RWY 15. I DID SO AND ENTERED THE PATTERN FOR 15 BEHIND A SMA ON LEFT BASE. UPON REACHING A 3/4 MI FINAL FOR 15, THE TWR CLRED ANOTHER SMA FOR TKOF ON RWY 15, WHICH THEN PULLED ONTO THE RWY AND STARTED HIS TKOF ROLL. I IMMEDIATELY APPLIED FULL PWR AND STARTED A GAR, WHEREUPON DPA TWR TOLD ME TO 'GO AROUND.' AS I WENT AROUND, ANOTHER TWR CTLR CAME ON THE FREQ AND APOLOGIZED TO ME, SAYING THAT THEY WERE 'DOING SOME TRAINING TODAY.' HE THEN TOLD ME TO MAKE RIGHT TFC FOR RWY 15. AFTER AN EXTENDED DOWNWIND FOR TFC, I AGAIN ENTERED BASE AND FINAL. AND LANDED ON RWY 15. JUST AFTER T/D, IT BECAME VERY OBVIOUS THAT FULL RIGHT AILERON AND FULL LEFT RUDDER WOULD NOT KEEP THE AIRPLANE TRACKING STRAIGHT DOWN THE RWY AND THE PLANE BEGAN VEERING RIGHT. CONTINUED LEFT RUDDER CAUSED THE NOSE WHEEL TO SHIMMY TERRIBLY, SO I FELT COMPELLED TO EASE UP THE RUDDER (RATHER THAN RISK COLLAPSING THE NOSE GEAR). THE AIRPLANE IMMEDIATELY VEERED TO THE RIGHT AND RAN OFF THE RWY, DOWN THE GENTLE GRASS EMBANKMENT AND FORTUNATELY FOR ME, CAME TO A STOP ABOUT 5' BEFORE SOME DEEP TIRE RUTS. THERE WAS NO PROP STRIKE. NEITHER PLANE NOR PLT WERE HURT. RIGHT AFTER THIS RWY INCURSION, THE TWR STARTED USING RWY 28 FOR LNDGS AND BEGAN CALLING THE WIND AS '250 DEGS AT 15.' ONE LOOK AT THE FIELD'S WINDSOCK, WHICH WAS STRAIGHT OUT, TOLD ME THAT THE WIND WAS NEARLY OUT OF THE W AND STRONGER THAN 15 KTS. THERE WAS NOTHING IN THE FORECAST OR ON THE ATIS AT DPA TO SUGGEST THAT THE WINDS WOULD BE STRONGER OR GUSTY. IT SEEMS THAT I'VE DONE MORE GAR'S AT DPA THAN ANY OTHER ARPT; IT'S A FACT OF LIFE THERE. CTLRS WOULD DO WELL TO SPACE OUT TFC BETTER. GRANTED, IT'S A BUSY ARPT, BUT CONTINUED GAR'S WHEN THERE ARE 6 PLANES IN THE PATTERN IS GOING TO CAUSE A TRAGEDY AT DPA SOMEDAY.

Data retrieved from NASA's ASRS site as of August 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.