On July 11, 2000, at 1658 Eastern Daylight Time, a Cessna 337C, N2574S, was substantially damaged during a go-around at Chesapeake Regional Airport (CPK), Chesapeake, Virginia. The certificated private pilot and passenger were not injured. Visual meteorological conditions prevailed at CPK, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91. The flight departed Georgetown County Airport, Georgetown, South Carolina, about 1445; and was destined for Pottstown Municipal Airport, Pottstown, Pennsylvania. The pilot stated that he received a weather briefing from an Automated Flight Service Station about 1430. He was advised of some deteriorating weather over North Carolina, but not Virginia. While flying over Virginia, he encountered precipitation and low clouds. The pilot was not instrument rated, and chose to divert to CPK. While on final approach to Runway 23 at CPK, the pilot observed varying wind conditions. He encountered a tailwind, and heard the stall warning horn activate. He added power and completely retracted the flaps, with the intent to go-around, but the airplane contacted the runway and traveled off the right side. It came to rest about 30 feet off to the right side of the runway in a swampy area. Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed damage to both wings and the fuselage. Review of a Cessna 337 FAA Approved Airplane Flight Manual revealed: "Balked Landing (go-around) (1) Power - FULL THROTTLE and 2800 RPM. (2) Wing Flaps - RETRACT to 1/3 DOWN. (3) Airspeed - 80 KIAS. (4) Wing Flaps - RETRACT slowly (5) Cowl Flaps - OPEN." The reported weather at CPK, at 1658, was: winds from 050 degrees at 10 knots, gusting to 14 knots; visibility 5 miles; scattered clouds at 2,100 feet; scattered clouds at 3,200 feet; broken ceiling at 4,600 feet; temperature 81 degrees Fahrenheit; dewpoint 75 degrees; altimeter 29.85 inches of mercury. The reported winds at CPK prior to the accident were: 050 degrees at 6 knots, at 1638; 040 degrees at 4 knots, at 1618; 020 degrees at 3 knots, at 1600. On July 18, 2000, the Safety Board investigator-in-charge sent a written request for a cassette tape copy of communications between the pilot and Flight Service to a FAA inspector. The data expired before the FAA inspector was able to secure it.