Lancaster, SC, USA
N76688
CESSNA 140
The pilot stated that before he departed for a local flight, the wind was “squirrelly and swapping around” and that at takeoff the wind favored runway 21. After flying for about 15 to 20 minutes, the pilot returned to the departure airport and flew over it to observe the windsock, which indicated the wind had shifted and now favored runway 3. He entered the airport traffic pattern for runway 3 and perceived that the ground speed was “a little fast” during the approach to land. He continued the approach and touched down about 1/3 down the runway and perceived that the groundspeed was now “real fast.” Because the airplane was tailwheel equipped, the pilot did not apply the brakes; instead, he added power to go around, reporting that the engine responded normally. The pilot said that the airplane barely cleared the power lines off the end of the runway with marginal airspeed, and then stalled/mushed into the trees beyond the power lines. The pilot also reported that he was not aware of any preimpact failure or malfunction that would have precluded normal operations of the airplane, engine, or engine systems. A postaccident examination of the airplane revealed that the carburetor heat was on, the fuel selector was off, and the throttle was full forward. A weather observation taken about 23 minutes after the accident at an airport located about 13 nautical miles north of the accident airport indicated that the wind was from 200 degrees at 5 knots.
The pilot stated that before departure for a local flight the wind was “squirrelly and swapping around” and at takeoff the wind favored runway 21. After flying for about 15 to 20 minutes he elected to return to the departure airport and flew over it to observe the windsock which indicated the wind seemed to favor runway 03. He entered the traffic pattern for runway 03, and while on approach for a full-stop landing, he perceived the groundspeed was, “a little fast.” He continued the approach and touched down 1/3 down the runway, but at touchdown perceived the groundspeed was, “real fast.” Because the airplane was tailwheel equipped he did not apply the brakes, and he added power to go-around reporting that the engine responded OK. The flight barely cleared powerlines ahead with marginal airspeed, and with tall trees ahead, the airplane stall/mushed into trees. Although a bucket truck came to rescue him from the tree, it was too short to reach him. He donned a harness and shimmied out of the tree and also reported he was not aware of any preimpact failure or malfunction with the airplane, engine, or engine systems. A postaccident inspection of the airplane following recovery revealed the carburetor heat remained on, the fuel selector was off, and the throttle was full forward. An aviation surface analysis report from Charlotte-Monroe Executive Airport (EQY) at 1453, or about 23 minutes after the accident indicates in part that the wind was from 200 degrees at 5 knots. The EQY Airport is located about 13 nautical miles and 019 degrees from the accident airport.
The pilot’s decision to land with a tailwind and his failure to turn off the carburetor heat during a go-around, which resulted in degraded engine performance and the airplane’s subsequent collision with trees at the end of the runway.
Source: NTSB Aviation Accident Database
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