ERA18TA266

During the airplane's first flight after an annual inspection, the commercial pilot practiced touch-and-go landings and then flew the airplane for about 1.5 hours before returning to the airport. While on final approach to land, he reduced the engine power. The pilot stated that after the airplane touched down on the runway, it was traveling too fast to stop before the end of the runway but not fast enough to abort the landing. Subsequently, the airplane continued off the end of the runway, down an embankment, and came to rest inverted about 150 ft from the departure end of the runway. Postaccident examination of the brakes revealed no anomalies, and the pilot reported that there were no mechanical malfunctions or failures of the airplane that would have precluded normal operation. The pilot stated that he lands farther down the runway during full-stop landings because his hangar is at the far end of the runway. Thus, it is likely that the pilot landed the airplane too far down the runway and that it was traveling too fast to prevent a runway overrun.

On September 30, 2018, about 1420 eastern daylight time, a Cessna 172, N4001F, was substantially damaged after it overran the runway while landing at Somerset County Airport (2G9), Somerset, Pennsylvania. The commercial pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which originated around 1215. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.According to the pilot, he was practicing touch-and-go landings during the airplane's first flight since its annual inspection. He then departed the airport, flew locally for about 1.5 hours, and returned to the airport to land on runway 25. He noted a 6 knot left crosswind, and while on final approach, he reduced the engine power to perform the landing. When the airplane was at the end of the 5,000 ft-long runway, the pilot knew that it was traveling too fast to stop prior to the end of the runway, but not fast enough to abort the landing. The airplane continued off the end of the runway, down an embankment, and came to rest inverted about 150 ft from the end of the runway. During the accident sequence, the airplane sustained substantial damage to the forward section of the fuselage and the vertical stabilizer. During a telephone interview, the pilot reported that when doing a full stop landing, he lands further down the runway since his hangar is at the far end of the runway. The 1415 recorded weather observation at the 2G9 included wind from 140° at 6 knots, visibility 10 statute miles, clear skies, temperature 20° C, dew point 11° C; barometric altimeter 30.31 inches of mercury. A Federal Aviation Administration inspector examined the brakes after the accident revealed that no anomalies were noted. In addition, the pilot reported that there were no mechanical failures or malfunctions of the airplane prior to the accident that would have precluded normal operation.