History of Flight
On July 5, 2014, at approximately 1211 eastern daylight time, a Cessna 140, registration N76850, was substantially damaged when it nosed over during a runway excursion after landing at Ridge Road West Airport (7NK4) in 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 14 CFR Part 91.
An employee at a restaurant on the south side of the airport observed the tailwheel-equipped airplane performing touch-and-go landings on Runway 18. He lost sight of the airplane until about 1245, when he saw it upside down next to the east side of the runway and called 911.
Pilot Information
According to FAA records, the 88-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land, single-engine sea, glider, and instrument airplane. He also held a flight instructor certificate with an airplane single-engine rating. His most recent FAA third-class medical certificate was issued on April 9, 2014. He had accrued approximately 2,583 total flight hours, including 438 hours in tailwheel-equipped airplanes.
NTSB records show the pilot was involved in a previous landing accident on August 23, 1997, in a Piper PA-12 (N7682H) at the same airport, where the NTSB determined the probable cause was failure to maintain directional control, with crosswind as a related factor. Friends and family reported another unreported accident with the same Piper during a landing on Runway 27 at the same airport, where the airplane became airborne and mushed into trees. They noted the pilot typically landed in a slip with the Cessna 140 and often used Runway 18 regardless of wind to avoid back taxiing.
Aircraft Information
The accident aircraft was a 1946 Cessna 140, a two-seat, strut-braced, high-wing, single-engine airplane of conventional metal construction, powered by a 85-horsepower Continental C95-12F engine. According to records, the airplane had three previous accidents: a ground loop during landing roll in 1964, a runway excursion and nose-over in 1990, and an unreported landing incident in 1991 that led to a rebuild. The pilot purchased the airplane on May 29, 2002. Its most recent annual inspection was completed on June 11, 2014, during which the left wing tip was replaced and fabric covering repaired. At the time of the accident, the airframe had about 3,893 total hours, and the engine had about 970 hours since major overhaul.
Meteorological Information
Weather reported at Greater Rochester International Airport (ROC), 8 nautical miles southeast, at 1154 included wind from 300 degrees at 12 knots, gusting to 16 knots, 10 miles visibility, few clouds at 25,000 feet, temperature 25°C, dew point 12°C, and altimeter setting 30.21 inches of mercury. Examination of Runway 18 revealed trees at the approach end and a row of trees approximately 1,233 feet long along the right side, extending almost to midfield, causing mechanical disruption of ambient wind flow.
Wreckage and Impact
Motion-activated security camera images showed an airplane shadow activating the camera three times, last at 1205. Tire marks and ground scars indicated the last landing touchdown occurred 1,123 feet down the runway, left of centerline, after which the airplane veered left into a wheat field and nosed over 390 feet from the touchdown point, about 41 feet east of the runway centerline. The airplane came to rest on a magnetic heading of 013 degrees. Damage included crushed left wing leading edge, bent wingtip, twisted right wing, wrinkled flaps and ailerons, bent lift struts, crushed vertical stabilizer and rudder, dented fuselage, and bent propeller blades with gouging. Fuel consistent with automotive gasoline was present, with no water detected. Engine examination showed oil present, spark from magnetos, drivetrain continuity, and thumb compression on all cylinders. Flight controls showed no preimpact malfunction or failure; control continuity was established. The wing flaps were full down, throttle at idle, carburetor heat on, fuel selector on "RIGHT TANK," master switch on, and magneto switch on "BOTH."
Additional Information
The airframe manufacturer issued Owner Advisory and Service Bulletin SEB-25-03 to update seat belt brackets on Cessna 120/140 models. The pilot's autopsy listed multiple injuries as cause of death. Toxicology was negative for carbon monoxide, basic, acidic, and neutral drugs; cyanide was not tested. First responders found the pilot partially buckled into a 4-point restraint system; the center safety belt bracket was broken. The bracket was examined by the NTSB Materials Laboratory and found to be an original aluminum part (likely 2014 or 2024 Alclad alloy) rather than the later steel design. The aluminum bracket had a 45-degree shear fracture with about 7% less cross-sectional area than the later steel version. The manufacturer changed the bracket material from aluminum to steel in late 1946 to strengthen the part, with a yield strength increase of nearly 40%.
Probable Cause
The NTSB did not provide a stated probable cause for this accident.