N76850

HISTORY OF FLIGHTOn July 5, 2014, about 1211 eastern daylight time, a Cessna 140; N76850 was substantially damaged when it nosed over during a runway excursion after landing at Ridge Road West Airport (7NK4), Parma, New York. The commercial pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to an employee who worked at a restaurant located on the south side of 7NK4, , he first observed the tailwheel equipped airplane doing touch and go landings on Runway 18. He did not observed the airplane again until about 1245, when he saw the airplane upside down next to the east side of runway 18, and called 911. PERSONNEL INFORMATIONAccording to Federal Aviation Administration (FAA) records, the 88-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land, airplane single-engine sea, glider, and instrument airplane. He also held a flight instructor certificate with a rating for airplane single-engine. His most recent FAA third-class medical certificate was issued on April 9, 2014. According to pilot records, he had accrued approximately 2,583 total hours of flight experience, 438 of which was in tailwheel equipped airplanes.

Previous Landing Accident

Review of NTSB records indicated that on August 23, 1997, the pilot had been involved in a landing accident (NTSB Case No. NYC97LA189). According to the NTSB factual report, this previous accident had occurred when the pilot was flying a Piper PA-12; N7682H, when he made a three-point landing on the same runway at 7NK4. The wind was from the west at 7 knots. After touchdown, the airplane drifted left. The pilot was unable to correct the left drift and the airplane continued to drift left into rough terrain, before the pilot reduced the engine power to idle. The right main landing gear collapsed under the fuselage. The right wing contacted the ground, and the outboard 2 1/2 feet of the right wing was damaged. The NTSB determined that the probable cause of the accident was the failure of the pilot to maintain directional control of the airplane, while landing. The crosswind was a related factor.

Interviews with Friends and Family Members

According to friends and family members, the pilot was also involved in another accident with N7682H, which was not reported to the NTSB. While landing on runway 27 at 7NK4, when during rollout the airplane became airborne and mushed in to the trees.

They advised that generally, the pilot liked to touch down near midfield point of the runway, and would always land in a slip with the Cessna 140 regardless of wind. The pilot had damaged three wingtips in the recent past, and had to have work done on the left aileron. Additionally, they advised that he liked to land downwind, considered it a challenge, and typically used runway 18 for landing regardless of wind, as it allowed him to rollout directly to his hangar so he did not have to back taxi. AIRCRAFT INFORMATIONThe accident aircraft was a tail wheel-equipped, two-seat, strut-braced, high wing, single-engine, airplane of conventional metal construction, manufactured in 1946. It was powered by a 4 cylinder, 85-horsepower; air cooled, horizontally opposed, Continental C95-12F engine.

According to Civil Aeronautics Board (CAB), NTSB, and maintenance records, the airplane had been involved in three previous accidents:

-The first accident with the airplane occurred on May 16, 1964, in Belgrade, Montana and was investigated by the CAB, which determined that the airplane was substantially damaged after a ground loop during landing roll.

-The second accident occurred on August 4, 1990, in Middlesex, New York (NTSB Case No. NYC90LA185), when the "airplane approached high, hot, and long," then ran off the runway into high grass and nosed over.

-The third accident with the airplane was not reported to the NTSB, and occurred in 1991. Review of the airplane maintenance records revealed that on June 4, 1991 the airplane was, "rebuilt after a landing incident."

The airplane was purchased by the pilot on May 29, 2002.

The airplane's most recent annual inspection was completed on June 11, 2014. During that inspection, the left wing tip was replaced with a serviceable tip, and the left outboard wing required repair of the fabric covering.

At the time of the accident, the airplane had accrued approximately 3,893 total hours of operation, and the engine had accrued approximately 970 total hours of operation since major overhaul. METEOROLOGICAL INFORMATIONThe reported weather at Greater Rochester International Airport (ROC), located 8 nautical miles southeast of the accident site, at 1154, included: winds 300 degrees at 12 knots gusting to 16 knots, 10 miles visibility, few clouds at clouds at 25,000 feet, temperature 25 degrees C, dew point 12 degrees C, and an altimeter setting of 30.21 inches of mercury.

Examination of runway 18, revealed that the approach end was surrounded by trees, with a prominent row of trees approximately 1,233 feet-long, located directly adjacent to the right side of the runway, extending from the approach end of the runway to almost midfield. Mechanical disruption of the ambient wind flow was present as it passed over the row of trees on the right side of the runway. AIRPORT INFORMATIONThe accident aircraft was a tail wheel-equipped, two-seat, strut-braced, high wing, single-engine, airplane of conventional metal construction, manufactured in 1946. It was powered by a 4 cylinder, 85-horsepower; air cooled, horizontally opposed, Continental C95-12F engine.

According to Civil Aeronautics Board (CAB), NTSB, and maintenance records, the airplane had been involved in three previous accidents:

-The first accident with the airplane occurred on May 16, 1964, in Belgrade, Montana and was investigated by the CAB, which determined that the airplane was substantially damaged after a ground loop during landing roll.

-The second accident occurred on August 4, 1990, in Middlesex, New York (NTSB Case No. NYC90LA185), when the "airplane approached high, hot, and long," then ran off the runway into high grass and nosed over.

-The third accident with the airplane was not reported to the NTSB, and occurred in 1991. Review of the airplane maintenance records revealed that on June 4, 1991 the airplane was, "rebuilt after a landing incident."

The airplane was purchased by the pilot on May 29, 2002.

The airplane's most recent annual inspection was completed on June 11, 2014. During that inspection, the left wing tip was replaced with a serviceable tip, and the left outboard wing required repair of the fabric covering.

At the time of the accident, the airplane had accrued approximately 3,893 total hours of operation, and the engine had accrued approximately 970 total hours of operation since major overhaul. WRECKAGE AND IMPACT INFORMATIONReview of recorded images from a motion-activated security camera system located at the airport revealed that prior to the accident one of the cameras had been activated three times by the shadow of an airplane passing by the camera, with the shadow activating the camera for the last time at 1205.

Tire marks and ground scars on runway 18 indicated, that on the last landing, the airplane touched down 1,123 feet down the runway to the left of centerline, veered of the left side of the runway into a wheat field, and then nosed over, 390 feet from the touchdown point, approximately 41 feet east of the centerline of the runway.

Examination of the airplane revealed that after nosing over, it came to rest on a magnetic heading of 013 degrees. The outboard portion of the left wing leading edge displayed crush and compression damage, and the wingtip was crushed and bent downward, the right wing was twisted along the length of its span, and displayed wrinkling on the top and bottom surfaces. The left wing flap was bent downward on the inboard end and the left aileron was bent upward on the outboard end. The left wing lift struts were bowed slightly downward and the right wing lift struts, displayed compression damage and were bent. The top of the vertical stabilizer and rudder were bent and crushed, the fuselage was dented and wrinkled on the right side forward of the windshield pillar, and the crown of the fuselage above the pilot seat displayed an outward bulge. The lower left portion of the engine nose bowl cowling was dented in. One blade of the propeller was bent aft, and both blades displayed gouging and chordwise scratching.

Examination of the fuel system revealed that fuel consistent in color and odor with automotive gasoline was present in the fuel tanks, fuel strainer, and carburetor float bowl. When coupons containing water finding paste were brought in to contact with the fuel, they did not change color indicating that water was not present.

Examination of the engine revealed that there was oil in the galleries and sump. Spark was obtained from all towers on the magnetos. The spark plugs (though some were oil fouled due to the airplane coming to rest upside down), appeared normal. Drivetrain continuity was confirmed, and thumb compression was present on all four cylinders.

Examination of the flight control system did not reveal any evidence of preimpact malfunction or failure, and control continuity was established from the flight control surfaces to the control wheel and rudder pedals.

Examination of the cockpit revealed that the wing flaps were in the full down position, the throttle was at idle, the carburetor heat was on, and the fuel selector was in the "RIGHT TANK" position, The master switch was found in the "ON" position and had been shut off by an FAA inspector. The magneto switch was found in the "BOTH" position and was turned off by a first responder. ADDITIONAL INFORMATIONIn order to improve safety, the airframe manufacturer took the...