NYC97LA158

The pilot was in cruise flight when he discovered that neither the radios nor the fuel gauges were operating. The airplane had flown approximately one hour on full fuel tanks. The pilot chose to make a precautionary landing at an airport 10 miles prior to his destination. The pilot stated that he lowered the landing gear '...and received what I thought was a safe gear indication.' Two witnesses stated they saw the airplane over the runway with the main landing gear out of the wheel wells, but not completely down and locked. Before they could advise the pilot over the radio, the airplane touched down. After touchdown, the main gear collapsed and the airplane departed the left side of the runway. In a written statement, the pilot said, 'During the flight, I didn't notice the low voltage light on the ammeter.' The examination of the airplane included a check of the battery voltage which showed 19.5 volts. This reading immediately dropped to 9 volts when the master switch was turned on. The gear warning horn operated when the throttle was retarded. The low voltage light illuminated, however it was difficult to see without shielding it from the sunlight. The battery was placed on a charger and the engine was started. The ammeter showed a positive charge, indicating the alternator was operating.

On August 3, 1997, at 1815 eastern daylight time, a Cessna 172 RG, N9647B, was substantially damaged after the main landing gear collapsed during landing at the New Kent County Airport (W96), Quinton, Virginia. The certificated commercial pilot and two passenger were not injured. Visual meteorological conditions prevailed for the personal flight that originated at Norfolk International Airport, Norfolk, Virginia, at 1730. A VFR flight plan had been filed for the flight conducted under 14 CFR Part 91.

A Federal Aviation Administration (FAA) Inspector interviewed the pilot after the accident. According to the Inspector's statement:

"...[the pilot] departed Norfolk with Richmond International Airport as his destination. Norfolk Departure Control told him that they had lost his transponder as he proceeded to the northwest. A little later, he could not communicate with Norfolk Departure Control and assumed that he was too far away. As he progressed up the peninsula towards Richmond, the airman noticed that the fuel gauges were indicating empty."

The FAA Inspector also said the pilot had flown approximately 1 hour since departing on full tanks. He chose to make a precautionary landing at W96. The pilot reported that he attempted to contact W96 on the UNICOM frequency, and after no reply, entered the traffic pattern to land on runway 28. The pilot stated that after placing the landing gear handle in the down position, he verified the gear indicator light was green. He stated the airplane began to settle after a "normal" landing. The airplane veered off the left side of the runway and came to rest with the main gear collapsed and the nose gear down and locked.

Two witness reported to the FAA Inspector that they did not hear N96473 call on UNICOM. They stated they witnessed the airplane over the runway with the main gear out of the wheel wells, but the gear was not down and locked. Before they could advise the pilot over the radio, the airplane touched down.

According to the FAA Inspector, further examination revealed:

"...the main landing gear extended manually. The aircraft battery was checked and found to show 19.5 volts. This reading immediately dropped to 9 volts when the master switch was turned on. The gear warning horn operated when the throttle was retarded. The Low Voltage light illuminated, however it was difficult to see without shielding it from the sunlight ... The aircraft battery was placed on a charger and the aircraft started. The ammeter showed a positive charge, indicating the alternator was operating properly ... I had the opportunity to speak with the pilot again. We discussed the fact that he had failed to identify that he had an electrical problem."

In a written statement, the pilot said:

"During the flight, I didn't notice the low voltage light on the ammeter."