Incident Overview
On December 31, 2010, at approximately 1630 eastern standard time, a Cessna 172L (registration N4383Q) sustained substantial damage during a runway overrun at Dublin Field Airport (NC82) in Dublin, North Carolina. The sole occupant, a certificated private pilot, was not injured. Visual meteorological conditions prevailed, and no flight plan was filed.
Flight History
The pilot, who had been asked by the aircraft owner to fly the airplane from Curtis L. Brown Jr. Field Airport (EYF) in Elizabethtown, North Carolina, following its annual inspection, departed EYF around 1530. Prior to departure, he fueled the airplane, conducted a preflight inspection, and performed three touch-and-go landings at EYF. The pilot had never flown to NC82 before.
Accident Sequence
Upon arrival at NC82, the pilot circled the airstrip several times to familiarize himself. He initially attempted a visual approach to runway 21 but executed a go-around due to sun glare. With calm wind conditions, he elected to land on runway 03. The approach was described as typical until the base-to-final turn, when the airspeed indicator showed zero. Tapping the instrument glass produced no change. Feeling reasonably comfortable, the pilot continued the approach, touching down approximately one-third down the wet, 2,186-foot turf runway. The airplane was faster than expected, and despite applying brakes, the pilot could not stop it. The airplane overran the runway, crossed a road, and entered a field, where it nosed over and came to rest inverted. The pilot reported no anomalies from any flight instruments prior to the final approach.
Post-Accident Examination
A Federal Aviation Administration (FAA) inspector examined the wreckage and noted substantial damage to the right wing spar and vertical stabilizer. The airspeed indicator displayed 145 miles per hour (mph) on the outer scale or approximately 126 knots on the inner scale. The altimeter showed correct field elevation, and the vertical speed indicator read zero. When the pitot tube was blown into, the airspeed indicator pegged and then returned to its original value after pressure was removed. The airplane was recovered for further examination, requiring partial removal of the left wing.
Pitot-Static System Testing
Following recovery, the pitot-static system was tested with FAA oversight. Initially, the airspeed indicator read 0 mph. A calibration test box was connected to the fuselage pitot line, and air pressure was applied in 20 mph increments from 40 mph to redline, revealing a calibration error of approximately 5 mph. Air pressure was held at 140 mph for about 5 minutes, with a steady indication. Pressure was then reduced to zero, and the indication decreased appropriately. The test was repeated with identical results. Testing of the left wing pitot tube section found no leaks. The entire system, tested from the left wing root to the fuselage root, showed no calibration error or sticking.
Aircraft and Pilot Information
The pilot held a private pilot certificate with single-engine land and instrument airplane ratings. He reported approximately 500 total flight hours, with about 50 hours in the accident make and model. His most recent FAA third-class medical certificate was issued February 12, 2008.
The airplane, manufactured in 1971, had accumulated 3,894.2 total operating hours. Its last annual inspection was completed on December 30, 2010. According to the owner, the pitot-static system had not been tested in several years, as the aircraft was operated only under visual flight rules.
Weather at Time of Accident
The 1640 weather observation at EYF, about 7 nautical miles southeast of the accident site, reported calm winds, 10 miles visibility, clear skies, temperature 16°C, dew point 7°C, and an altimeter setting of 30.24 inches of mercury.