NYC08LA247

As the pilot was landing the tailwheel-equipped biplane on runway 4 (a 5,000-foot-long, 100-foot-wide asphalt runway), the airplane touched down on the main landing gear and started to veer to the left. The pilot attempted to return the airplane to the center of the runway by applying rudder control; however, the airplane subsequently veered right, exited the right side of the runway, entered a ditch, and nosed over. The pilot stated that he did not experience any mechanical malfunctions with the airplane, and none were revealed during a postaccident examination by a Federal Aviation Administration inspector.

Another inspector observed a windsock near the runway that indicated winds between 160 and 180 degrees and of no more than 5 knots within a half an hour of the accident. This wind may have caused the airplane to swerve into the wind (to the right), compounding the effect of the rudder applied by the pilot to correct the initial veer to the left. Tailwheel-type airplanes, such as the accident airplane, have a greater tendency to be affected by wind than nosewheel-type airplanes because the surface area behind the landing gear of a tailwheel-type airplane is greater.

On July 12, 2008, about 1325 eastern daylight time, a Boeing B75N1 (Stearman), N1066M, was substantially damaged while landing at the Culpeper Regional Airport (CJR), Culpeper, Virginia. The certificated private pilot sustained minor injuries and the passenger was not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the local flight. The personal flight was conducted under 14 Code of Federal Regulations Part 91.

The airplane was a tailwheel equipped biplane that was manufactured in 1942. According to a bill of sale, it was purchased by the pilot in November 1998.

The pilot reported that he was landing the airplane on runway 4 at CJR, a 5,000-foot-long by 100-foot-wide, asphalt runway. The airplane touched down on the main landing gear, and started to veer to the left. The pilot attempted to return the airplane to the center of the runway by applying the rudder control; however, the airplane subsequently veered right, exited the right side of the runway, entered a ditch, and nosed over.

The pilot stated he did not experience any mechanical malfunctions with the airplane; nor were any revealed during a postaccident examination conducted by a Federal Aviation Administration (FAA) inspector.

Damage to the airplane included, but was not limited to, the upper and lower left wings, the empennage, landing gear, and propeller.

At the time of the accident, the airplane had accumulated about 3,185 total hours. The most recent annual inspection was performed on October 1, 2007, and between the inspection and accident, the airplane accrued about 13 hours of operation. The airplane was equipped with a Continental W670 series radial engine, which had accumulated about 41 hours since its most recent overhaul.

The pilot reported 1,317 hours of total flight experience, which included 377 hours in the same make and model as the accident airplane. He further reported accumulating 14 and 4 hours in the same make and model as the accident airplane during the 90 and 30 days that preceded the accident; respectively.

According to FAA records, the pilot’s most recent application for an FAA third class medical certificate was issued on March 13, 2007.

An FAA inspector, who arrived at the airport about 3 to 5 minutes after the accident, reported that the windsock, which was located in the vicinity of runway 4, was indicating a "very light" southerly wind, that he estimated was from approximately 160 to 180 degrees at "no more than 5 knots."

Winds reported by the automated weather observation system (AWOS) at CJR, at 1320, were from 320 degrees at 4 knots. At 1340, the reported winds were from 190 degrees at 4 knots.

The pilot stated that he listened to the AWOS broadcast via radio while in the traffic pattern, which indicated calm winds; he further stated that the accident may have been prevented by:

"Less trust of the AWOS and closer attention to the wind sock! More power on landing to overcome the quartering tailwind, and maybe less corrective rudder application to overcome the left drift."