Willoughby, OH, USA
N4929S
Cessna TR182
Shortly after departing, the pilot started to experience an electrical problem, and then a complete loss of electrical power. While maneuvering to land at his departure airport, the pilot selected the landing gear to the "DOWN" position, and ultimately "FULL" flaps. The airplane touched down on runway 05, with the landing gear partially extended approximately 3,700 feet down the 5,028-foot long runway, and overran the end by approximately 100 feet. Examination of the airplane confirmed flight control continuity to all the flight control surfaces, and a landing gear operational check revealed no anomalies. An engine run was then performed. The engine functioned normally and engine control continuity was confirmed. The electrical master switch was a split rocker type, the left side controlled the alternator, and the right controlled the battery. With the engine operating, the alternator was turned off. It quit charging, and the battery picked up the load. The alternator was then turned back on. It picked up the load, and started charging the battery. The alternator was required to be in the "ON" position during normal operations. Winds were reported to be from 270 degrees at 20 knots.
On November 27, 2002, about 1900 eastern standard time, a Cessna TR182, N4929S, was substantially damaged when it landed with the landing gear partially extended at the Willoughby Lost Nation Municipal Airport (LNN), Willoughby, Ohio. The certificated private pilot and all three passengers were not injured. Night visual meteorological conditions prevailed for the personal flight that departed Willoughby about 1830 destined for Cincinnati Municipal Airport-Lunken Filed (LUK), Cincinnati, Ohio. An instrument flight rules flight plan was filed and activated for the flight conducted under 14 CFR Part 91. According to the pilot, about 15 minutes after departing Willoughby, air traffic control (ATC) advised him that they were not receiving a transponder signal. The pilot checked, and the transponder was on, but the reply light was not illuminating. The pilot requested clearance back to Willoughby, which was granted. The cockpit lights then started to flash, and the pilot reported an electrical problem to ATC. At some point, the radios began to malfunction, and the airplane lost all electrical power. The pilot attempted to contact ATC via a handheld radio, but was unsuccessful. While maneuvering to land, the pilot selected the landing gear to the down position, and the flaps to 10 degrees. The pilot thought the gear had locked, but with no electrical power to illuminate the safe gear indicators, he was not sure. Prior to touchdown, he selected full flaps. The airplane touched down with the landing gear partially extended, started to slide, and overran the runway before coming to a stop. The pilot secured the cockpit, and everyone egressed. According to a Federal Aviation Administration inspector, tire marks were identified approximately 1,160 feet before the departure end of runway 5, a 5,028-foot long runway. The marks were spaced 3 feet 8 inches apart, and continued all the way to the airplane, which was located about 100 feet past the end of the runway. The main landing gear was partially extended, the nose gear was down and locked, the flaps were full down, and the left horizontal stabilizer spar was substantially damaged. The airplane was moved to a hangar, and placed on jacks. With no electrical power applied to the airplane, the main gear free fell into place, and a maintenance technician pulled them to the locked position. He then turned on the electrical master, the landing gear hydraulic pump activated, and the technician let the pump run for a few minutes to ensure the gear was fully down. Flight control continuity was confirmed to all the flight control surfaces. Both fuel tanks were approximately 3/4 full, and no contamination was identified. The left and right tires were inflated and both had flat spots. The airplane was then removed from the hangar, and an engine run was performed. The engine functioned normally and no abnormalities were identified with any of the engine controls. The electrical master switch was a split rocker type, the left side controlled the alternator, and the right controlled the battery. With the engine operating, the alternator was turned off. It quit charging, and the battery picked up the load. The alternator was then turned back on. It picked up the load, and started charging the battery. During the course of the examination, the inspector identified no preimpact failures with the airplane, engine, or any of the systems. According to the Pilot's Operating Handbook, the alternator switch was required to be in the "ON" position for normal operation. Also, the landing gear was hydraulically actuated, and the hydraulic system was electrically driven. In addition, the flap system was also electrically driven.
The pilot's failure to select the alternator to the "ON" position before initiating the flight. A factor in the accident was the tailwind which resulted in the overrun.
Source: NTSB Aviation Accident Database
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