Cessna 182Q accident near Portland, Texas, August 10, 1983
On August 10, 1983 at about 7:15 pm local time, a Cessna 182Q, registered N771SB, was substantially damaged in an accident near Portland, Texas (Hunt airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 10, 1983 · about 7:15 pm local time
- Place
- Portland, Texas · Hunt · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182Q · all 182Qs on the register
- Registration
- N771SB · no longer on the register · serial 18267612
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT STATED THAT SHORTLY AFTER TAKEOFF, HE HEARD A 'LOUD BANG' WHICH WAS FOLLOWED BY A RATTLING SOUND & A LOSS OF ENG POWER. HE HAD TAKEN OFF OVER WATER & ELECTED TO MAKE A 180 DEG TURN TO LAND DOWNWIND ON THE ARPT. THE ACFT TOUCHED DOWN AT ABOUT THE MIDPOINT OF RWY 32R. UNABLE TO STOP, THE PLT APPLIED WHAT POWER WAS AVAILABLE & BECAME AIRBORNE AGAIN, CLEARING CARS ON A HIGHWAY WHICH CROSSED THE DEPARTURE END OF RWY 32. INSUFFICIENT POWER WAS AVAILABLE TO REMAIN AIRBORNE. THE ACFT TOUCHED DOWN IN A RECENTLY PLOWED FIELD WHERE THE RIGHT MAIN GEAR WAS TORN OFF & THE ACFT NOSED OVER. AN EXAM REVEALED THAT THE #6 ROCKER PIN BOSSES WERE BROKEN. A DEEP RIDGE HAD BEEN WORN IN THE INTERIOR FACE OF A BOSS BY A PREVIOUS THRUST WAS HER, & AN IMPROPER OVERSIZED WASHER HAD BEEN INSTALLED WHICH SPANNED THE WEAR AREA. ALSO, A LARGE QUANTITY OF WATER WITH RUST FLAKES WAS FOUND IN THE CARBURETOR BOWL, FUEL STRAINER & RIGHT FUEL LINE.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; rotorcraft: helicopter
- Flight time: 7,000 hours in all; 2,000 in this make and model; 20 in the last 90 days; 5,100 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,711 hours
- Last inspection: annual inspection, January 11, 1982; 29 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-470-U (piston); 0 hours total
The flight
- Departed from: CRP Corpus Christi TX
- Flight plan: none
- Runway 32R, 2,700 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 17 knots
- Visibility: 7 statute miles
- Sky: scat at 3,000 ft
- Temperature: 91°F (33°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.