On February 10, 2002, approximately 1321 Pacific standard time, a Boeing Stearman A75N1, N62658, registered to, and operated/being flown by a private pilot, incurred substantial damage during a loss of control and nose over on landing at the Creswell airport, Creswell, Oregon. The pilot and passenger were uninjured. Visual meteorological conditions existed and no flight plan had been filed. The flight, which was personal, was operated under 14CFR91, and originated from Creswell, stopping at Eugene, Oregon, and then departing about 1305 back to Creswell. The pilot reported to law enforcement authorities immediately after the accident that during the landing roll on runway 33 "…he lost control of the plane…" and that "…he tried to correct the plane's path but couldn't…" (refer to ATTACHMENT LE-I-1). The pilot also told the FAA inspector on site that the aircraft began to veer left on runway 33. He applied rudder to correct back toward the centerline, but the aircraft veered right departing the right side of the runway. The aircraft impacted a culvert perpendicular to the east side of the runway during which the main landing gear sheared off. The culvert began approximately 81 feet east of the runway centerline (refer to ATTACHMENT LE-I-2). The aircraft then nosed over. The pilot reported that there was no mechanical malfunction with the aircraft. The pilot also reported that the winds upon landing were light and variable but that upon touchdown the wind changed to a quartering tailwind and that although he had 978 hours of total flight experience he had only 12 hours in the A75N1. Winds reported at Eugene airport 15 nautical miles northwest of the accident site were from 170 degrees magnetic at nine knots at 1254, and from 200 degrees at twelve knots at 1354. Runway 33 measures 3,100 feet in length by 60 feet in width. The minimum safety area width for a design group I, visual airport supporting small airplanes (i.e., aircraft less than 12,500 pounds in weight) is defined as 120 feet, or 60 feet left and right of the centerline (refer to ATTACHMENT AD-I [page 24 of FAA Advisory Circular 150/5300-13]).