Introduction
On July 23, 2011, at about 1210 eastern daylight time, a Cessna 172S, registration N869BC, operated by Aero Safety Training LTD, crashed into a guardrail after overrunning the runway during landing at Lincoln Park Airport (N07), Lincoln Park, New Jersey. The pilot and passenger were not injured, and the airplane incurred substantial damage. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, conducted under 14 CFR Part 91. The flight originated from N07 about 1200.
Events Leading to the Accident
The pilot reported that the accident airplane had experienced an electrical problem the previous day during a cross-country flight. Maintenance personnel were flown to the airport where the airplane was located to correct the discrepancy, which was attributed to a stuck electrical contactor. The mechanic started the airplane, and the pilot flew it back to N07. On the morning of the accident, the operator’s mechanic was replacing an electrical contactor when the pilot arrived. The pilot was advised that additional time was needed to complete the replacement. About an hour later, the pilot was informed the airplane was ready. No discrepancies were noted during the preflight inspection, ground run-up, and initial takeoff. Shortly after takeoff, the airplane experienced a complete electrical system failure. The pilot elected to return to N07 and land on runway 01. Unable to operate the electric flaps, the pilot landed with a slightly higher airspeed, touching down on the runway one quarter to one third of the available length. Due to poor braking performance, the airplane could not stop on the remaining runway, resulting in an overrun and impact with a guardrail before coming to a full stop.
Witness Observation
A witness observed the accident airplane land forcibly approximately two-thirds down the runway. The airplane was traveling at a very high rate of speed, with both tires skidding and smoking, at which point the left main tire blew out. Directional control was lost, and the airplane veered off the centerline, continuing to skid until it collided with a guardrail separating the field and the road. After the airplane stopped, both occupants exited.
Aircraft and Pilot Information
The pilot, seated in the left seat, held a private pilot certificate with a rating for airplane single-engine land. He was issued an FAA second-class medical certificate on November 27, 2008, with limitations. At the time of the accident, he reported 141 total flight hours, including 37 hours in the accident airplane make and model.
The Cessna 172S is a four-place, all-metal, high-wing, single-engine airplane with tricycle landing gear, manufactured in 2004, with a standard airworthiness certificate in the normal and utility category. The airplane was powered by a Lycoming IO-360-L2A, 180-horsepower engine, equipped with a two-blade fixed-pitch propeller. Its last inspection was an annual inspection on June 28, 2011. At the time of the accident, the airplane had accumulated 2,404.6 total hours.
Runway and Weather Conditions
Published information for runway 01/19 at N07 indicates an asphalt surface, 2,942 feet long and 40 feet wide, with an 840-foot displaced threshold for runway 01, at an elevation of 182 feet mean sea level. The airport has no control tower, and runway 01 is not equipped with a visual slope indicator. Information cautioning trees at the approach end of both runways is published.
The closest official weather observation was at Morristown Municipal Airport (MMU), about 10 miles northeast. The 1545 METAR reported wind from 010 degrees at 6 knots, visibility 10 statute miles, scattered clouds at 12,000 feet, temperature 32°C, dew point 20°C, and altimeter setting 29.93 inches of mercury.
The airplane’s pilot operating handbook (POH) indicates that a no-flap landing is approved. With a temperature of 30°C and a pressure altitude of 2,000 feet, the desired speed would be no slower than 74 knots and no faster than 84 knots, and the required runway length would be 1,945 feet. The POH also states that for a loss of electrical power, if not corrected, the pilot should land as soon as possible.
Postaccident Examination
A postaccident examination by the responding FAA inspector revealed substantial damage to the engine nacelle area, propeller spinner, propeller, engine, nose landing gear, and firewall. The wheel braking system showed no preimpact mechanical irregularities. Troubleshooting of the electrical system revealed discrepancies with the master control unit (MCU), which was retained by the NTSB for further testing.
The MCU, along with the two electrical contactors that were replaced before the accident flight, were examined by Cessna with FAA oversight. The contactors located at the battery and alternator positions within the unit were incorrect. The two contactors should have been the type designed for continuous operation, but they were instead for intermittent operation. The contactor in the battery position malfunctioned due to electrical overheating and the subsequent parting of one of the internal copper lead wires.