Narrative:

The flight was on an IFR flight plan from sky, oh, to N99, PA. The final segment of the flight was V170 V210 bunts radar vectors N99. Attempted to activate low intensity runway lighting on 123.0 at approximately 8-10 mi out. Continued to attempt activation of low intensity runway lighting as we approached N99 -- 3 clicks, 5 clicks, and 7 clicks. Nothing worked. OTS low intensity runway lighting were not notamed. Approximately 3-5 mi out, airport beacon was idented. Upon circling directly over airport, notified phl approach that low intensity runway lighting was not operational and runway was in sight. Phl said (paraphrased), 'pilot controled lighting, 123.0, 5 clicks.' I informed them that that was not working, I had the runway (9/27, 3007 ft by 50 ft asphalt) in sight, and that I would like to attempt an approach. Phl cleared me for a visual approach at N99. Eye witness on ground indicated that we landed at 2/3 point on runway 9 (approximately 1000 ft remaining). Both my passenger and I thought that we landed at about 1/2 way point based on amount of runway that we had already overflown. Upon landing, immediately brought flaps to 0 degrees and began heavy braking. The aircraft began to drift right of centerline. Eased up on right brake and recovered centerline tracking. When right tire encountered parallel paint stripes at end of runway, right tire locked up and began causing aircraft to deviate from centerline to the right. Unable to bring aircraft to stop before exiting departure end of runway right of centerline. No injuries sustained by pilot or passenger and no substantial damage as defined by NTSB rule part 830. After analyzing the circumstances of the incident, improvements to flight would include use of alternate airport by coordination with ATC, proper initiation of go around procedure, increased surveillance of airport and surrounding area from the air prior to attempting landing, and improved crew coordination.

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Original NASA ASRS Text

Title: PLT OF A C182 ON IFR FLT PLAN UNABLE TO ACTIVATE PLT CTLED LIGHTING DECIDES TO LAND WITHOUT RWY LIGHTING. LANDS LONG AND, UNABLE TO STOP IN TIME, EXITS RWY END.

Narrative: THE FLT WAS ON AN IFR FLT PLAN FROM SKY, OH, TO N99, PA. THE FINAL SEGMENT OF THE FLT WAS V170 V210 BUNTS RADAR VECTORS N99. ATTEMPTED TO ACTIVATE LOW INTENSITY RWY LIGHTING ON 123.0 AT APPROX 8-10 MI OUT. CONTINUED TO ATTEMPT ACTIVATION OF LOW INTENSITY RWY LIGHTING AS WE APCHED N99 -- 3 CLICKS, 5 CLICKS, AND 7 CLICKS. NOTHING WORKED. OTS LOW INTENSITY RWY LIGHTING WERE NOT NOTAMED. APPROX 3-5 MI OUT, ARPT BEACON WAS IDENTED. UPON CIRCLING DIRECTLY OVER ARPT, NOTIFIED PHL APCH THAT LOW INTENSITY RWY LIGHTING WAS NOT OPERATIONAL AND RWY WAS IN SIGHT. PHL SAID (PARAPHRASED), 'PLT CTLED LIGHTING, 123.0, 5 CLICKS.' I INFORMED THEM THAT THAT WAS NOT WORKING, I HAD THE RWY (9/27, 3007 FT BY 50 FT ASPHALT) IN SIGHT, AND THAT I WOULD LIKE TO ATTEMPT AN APCH. PHL CLRED ME FOR A VISUAL APCH AT N99. EYE WITNESS ON GND INDICATED THAT WE LANDED AT 2/3 POINT ON RWY 9 (APPROX 1000 FT REMAINING). BOTH MY PAX AND I THOUGHT THAT WE LANDED AT ABOUT 1/2 WAY POINT BASED ON AMOUNT OF RWY THAT WE HAD ALREADY OVERFLOWN. UPON LNDG, IMMEDIATELY BROUGHT FLAPS TO 0 DEGS AND BEGAN HVY BRAKING. THE ACFT BEGAN TO DRIFT R OF CTRLINE. EASED UP ON R BRAKE AND RECOVERED CTRLINE TRACKING. WHEN R TIRE ENCOUNTERED PARALLEL PAINT STRIPES AT END OF RWY, R TIRE LOCKED UP AND BEGAN CAUSING ACFT TO DEVIATE FROM CTRLINE TO THE R. UNABLE TO BRING ACFT TO STOP BEFORE EXITING DEP END OF RWY R OF CTRLINE. NO INJURIES SUSTAINED BY PLT OR PAX AND NO SUBSTANTIAL DAMAGE AS DEFINED BY NTSB RULE PART 830. AFTER ANALYZING THE CIRCUMSTANCES OF THE INCIDENT, IMPROVEMENTS TO FLT WOULD INCLUDE USE OF ALTERNATE ARPT BY COORD WITH ATC, PROPER INITIATION OF GAR PROC, INCREASED SURVEILLANCE OF ARPT AND SURROUNDING AREA FROM THE AIR PRIOR TO ATTEMPTING LNDG, AND IMPROVED CREW COORD.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.