Cessna 140 accident near Portland, Texas, March 18, 2004
On March 18, 2004 at about 8:55 pm local time, a Cessna 140, registered N2435V, was substantially damaged in an accident near Portland, Texas. It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilots failure to maintain airspeed resulting in an inadvertant stall while executing a forced landing. A factor was the loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 18, 2004 · about 8:55 pm local time
- Place
- Portland, Texas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 140 · all 140s on the register
- Registration
- N2435V · no longer on the register · serial 14685
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot took-off and while still in the traffic pattern, radioed a mechanic on the ground stating that he was "losing power." The pilot attempted to return to the runway, however he landed short of the runway. According to a witness, the left side of the airplane and engine cowling impacted the ground, bounced, and then the right wing tip hit the ground before the plane settled on its fuselage and left wing tip. Examination of the gas and oil revealed that they were clean and clear of debris. The gascolator was clean and full. The aircraft was topped off with fuel prior to departure, and no anomalies were noted with the fuel system. All engine accessories were in place, and the engine rotated. Engine continuity and compression were established. The carburetor (part number 10-4894) was removed for inspection. The proper carburetor part number for the accident aircraft engine (C-90-12F) is 10-5082. The carburetor that was installed on the accident airplane's engine was certified for a O-200-A engine. Precision Airmotive Corporation (type certificate holder of the carburetor) stated that the carburetors could not be converted from engine to another, and that certification testing had not been done for the carburetor (part number,10-4894) to be installed on C-90-12F series engines. The carburetor that was installed on the accident airplane is not interchangeable between O-200-A and C-90-12F series engines.
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: flight instructor, commercial pilot
- Ratings: single-engine land
- Flight time: 1,000 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
The aircraft
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-90-12F (piston); 0 hours total
The flight
- Departed from: 9R5 Portland TX at 8:52 pm
- Destination: 9R5
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 17 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,500 ft; a few clouds at 1,900 ft
- Temperature: 79°F (26°C), dew point 72°F (22°C)
- Altimeter: 29.95 inHg
- Observation at 8:51 pm from CRP, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.