Stinson 108 accident near Ashland, Alabama, October 2, 2004
On October 2, 2004 at about 2:00 pm local time, a Stinson 108, registered N40129, was substantially damaged in an accident near Ashland, Alabama. It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power in cruise flight due to the fatigue failure of the No.4 cylinder exhaust valve.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 2, 2004 · about 2:00 pm local time
- Place
- Ashland, Alabama · map
- Type
- Accident
- Injuries
- 3 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson 108 · all 108s on the register
- Registration
- N40129 · no longer on the register · serial 108-59
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated they were in cruise flight at 2,500 feet with a private pilot flying the airplane. The engine began to run rough and shudder. The pilot stated, "I have the controls" and the private pilot responded, "you have the controls." The pilot looked for a forced landing area and observed a country road and a field. He completed the emergency checklist and entered a downwind to land on the highway. He turned base and observed power poles, but he could not see any power lines running between the poles and decided to land in the field. He made a left 35-degree turn towards a field and propeller struck a tree, yawed to the left colliding with the ground separating the landing gear and bending the engine firewall. Examination of the engine assembly revealed the exhaust valve in the No.4 cylinder had failed. Examination of the exhaust valve revealed fatigue cracks had propagated from opposite sides of the stem adjacent to the beginning of the radius between the stem and the valve head.
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
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: glider; rotorcraft: gyroplane; rotorcraft: helicopter
- Flight time: 9,387 hours in all; 55 in this make and model; 74 in the last 90 days; 22 in the last 30 days; 7,833 as pilot in command; 2,779 on instruments
- Last flight review: May 20, 2004
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection, September 3, 2004; 6 hours since
- Maximum gross weight: 2,150 lb
- Seats: 4
- Landing gear: fixed
- Engine: Franklin GA4-150 B3 (piston); 0 hours total
The flight
- Departed from: BHM Birmingham AL at 1:35 pm
- Destination: 26A Ashland AL
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 63°F (17°C)
- Altimeter: 30.21 inHg
- Observation at 2:53 pm from ANB, 29 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.