Cessna 140 accident near Pasco, Washington, June 1, 2026
On June 1, 2026 at about 3:55 am local time, a 1947 Cessna 140, registered N4179N, was substantially damaged in an accident during landing (landing roll) near Pasco, Washington (Tri-Cities Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s inadvertent excessive braking during the landing roll, which resulted in a nose over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 2026 · about 3:55 am local time
- Place
- Pasco, Washington · Tri-Cities Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 140, built 1947 · all 140s on the register
- Registration
- N4179N · registry record · serial 13650
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the tailwheel equipped airplane reported that during the normal landing, the airplane bounced and returned to the runway surface. When the landing gear contacted the runway surface, the airplane nosed over and sustained substantial damage to the rudder, vertical stabilizer, and left wing lift strut. The pilot was uncertain about his application of the brakes during the landing, however, the passenger reported that the airplane skidded after the main landing gear contacted the runway. Postaccident examination of the airplane identified wear marks on the main landing gear tires consistent with braking during the landing roll and revealed that there were no mechanical malfunctions or failures with the airplane that would have precluded normal operation. The pilot reported that the main landing gear wheels rotated freely when the airplane was towed from the runway. Based on the available information, it is likely that the pilot inadvertently applied excessive braking input during the landing roll.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of control on ground during landing (landing roll) defining event
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Surface speed/braking › Incorrect use/operation
- Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 163 hours in all; 38 in this make and model; 8 in the last 90 days; 8 in the last 30 days; 47 as pilot in command; 0 on instruments
- Last flight review: March 19, 2025
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Passenger
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 3,704.5 hours
- Last inspection: annual inspection, October 9, 2025; 14 hours since
- Maximum gross weight: 1,450 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200-A (piston); 4,389 hours total
The flight
- Flight plan: none
- Runway 21R, 7,707 ft by 150 ft
Weather at the time
- Light: dusk
- Wind: from 160° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 37°F (3°C)
- Altimeter: 30.09 inHg
- Observation at 9:00 pm from KPSC
Weather report (METAR): METAR KPSC 010353Z 16008KT 10SM CLR 23/03 A3009 RMK AO2 SLP186 T02280028 $
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Photographs from the investigation 5 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – View of accident airplane
Photograph 2 – View of accident airplane
Photograph 3 – View of left wing lift strut damage
Photograph 4 – View of right main landing gear tire wear marks
Photograph 5 – View of left main landing gear tire wear marksThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on August 27, 2026. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Memorandum for Record A�� Telephone Interview, Pilot | PDF, 1 page | View Download |
| 3 | Memorandum for Record- Mechanic | PDF, 1 page | View Download |
| 4 | Memorandum for Record- Summary of Leo Interviews | PDF, 1 page | View Download |
| 5 | Airport Operations Report | PDF, 5 pages | View Download |
| 6 | Investigation Photographs | PDF, 6 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number WPR26LA208.