On April 26, 2013, about 1515 eastern daylight time, a Cessna 140A, N5314C, experienced a loss of control during the landing roll at Stewart International Airport (SWF), Newburgh, New York. The certificated private pilot/owner and two passengers were not 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 the pilot, the tower reported variable winds and he was cleared to land the tailwheel-equipped airplane on runway 27. On final approach, the wind sock indicated a direct left crosswind at 10 to 12 knots. The pilot adjusted for the crosswind utilizing the ailerons and rudder until the airplane touched down on the runway, then applied the left brake and rudder to maintain directional control during rollout. The left brake "seemed to lock," the empennage swung to the right, the right tire separated from the right landing gear wheel, and the airplane came to rest facing about 190 degrees from the original direction of travel. The pilot and two passengers exited the airplane without incident.
Examination of photographs revealed the fuselage, wing, and firewall were substantially damaged. The pilot reported that the airplane was rolled backwards during recovery from the accident site and the left brake "unbound itself."
The pilot held a private pilot certificate with ratings for airplane single engine land. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued October 4, 2011. He reported 245 total hours of flight experience, of which 35 hours were in the accident airplane make and model.
A review of the airplane maintenance records, receipts, and emails revealed that the most recent owner/assisted annual inspection was completed on January 8, 2013, at 3243.4 total aircraft hours. During that inspection, the right side brake caliper o-ring was leaking but the pilot/owner chose to defer that maintenance. The left side brake caliper was found seized. It was removed, cleaned, lubricated, reinstalled, operationally checked, and found to be in airworthy condition. In an email, the owner detailed work he had performed during the annual to include reattachment of the brake calipers.
After the accident, the pilot/owner disassembled and examined the left brake assembly prior to examination by either the FAA or the NTSB, and provided an email statement with his findings. His examination of the left brake caliper revealed rust on the caliper slides. In addition, he noted that while the wheel rotated, there was friction between the brake calipers and the disk.
ADDITIONAL INFORMATION
According to the FAA Airplane Flying Handbook:
Crosswind After-Landing Roll
Particularly during the after-landing roll, special attention must be given to maintaining directional control by the use of rudder and tailwheel steering, while keeping the upwind wing from rising by the use of aileron. Characteristically, an airplane has a greater profile, or side area, behind the main landing gear than forward of it. With the main wheels acting as a pivot point and the greater surface area exposed to the crosswind behind that pivot point, the airplane will tend to turn or weathervane into the wind. This weathervaning tendency is more prevalent in the tailwheel-type because the airplane's surface area behind the main landing gear is greater than in nosewheel-type airplanes.
Ground Loop
A ground loop is an uncontrolled turn during ground operation that may occur while taxiing or taking off, but especially during the after-landing roll. The pilot must exercise caution when applying corrective brake action because it is very easy to overcontrol and aggravate the situation.