Cessna 140 and Ryan ST-3KR accident near Fabens, Texas, June 20, 1990
On June 20, 1990 at about 2:00 pm local time, 2 aircraft, Cessna 140 (N76728) and Ryan ST-3KR (N48743), were involved in the same accident near Fabens, Texas (Fabens airport). 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
INADEQUATE VISUAL LOOKOUT BY THE PILOTS OF BOTH AIRCRAFT, WHICH RESULTED IN A FAILURE OF EACH PILOT TO SEE-AND-AVOID THE OTHER AIRCRAFT. A FACTOR RELATED TO THE ACCIDENT WAS: FAILURE OF THE RYAN ST-3KR PILOT TO MAKE TRAFFIC ADVIZORIES WHILE ENTERING THE TRAFFIC PATTERN AND APPROACHING TO LAND.
INADEQUATE VISUAL LOOKOUT BY THE PILOTS OF BOTH AIRCRAFT, WHICH RESULTED IN A FAILURE OF EACH PILOT TO SEE-AND-AVOID THE OTHER AIRCRAFT. A FACTOR RELATED TO THE ACCIDENT WAS: FAILURE OF THE RYAN ST-3KR PILOT TO MAKE TRAFFIC ADVIZORIES WHILE ENTERING THE TRAFFIC PATTERN AND APPROACHING TO LAND.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 20, 1990 · about 2:00 pm local time
- Place
- Fabens, Texas · Fabens · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 140 · all 140s on the register
- Registration
- N76728 · registry record · serial 11160
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Ryan ST-3KR
- Registration
- N48743 · no longer on the register · serial 1287
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 140 final · quoted from the NTSB record
FOUR ACFT DEPD CARLSBAD, NM, ON A FLT TO FABENS, TX. THE 1ST OF THE 4 ACFT TO ENTER THE TFC PATTERN AT FABENS WAS CESSNA 140, N76728. IT ENTERED THE PATTERN BEHIND A HIGH WING CESSNA (BORDER PATROL ACFT) THAT LANDED ON RWY 26. HOWEVER, SINCE THE WIND FAVORED RWY 8, THE 140 PLT 'PASSED OVER 26,' ENTERED A DOWNWIND FOR RWY 8 & ANNOUNCED HIS INTENTIONS ON THE UNICOM FREQ. WHEN THE BORDER PATROL ACFT CLRD RWY 26, THE 140 PLT CONTD HIS APCH TO LND ON RWY 8. HE ASSUMED THE PLTS OF THE OTHER 3 ACFT OF THE FLT WOULD FOLLOW HIM. THE 2ND ACFT OF THE FLT WAS A RYAN ST-3KR, N48743. THE RYAN PLT SAW THE HIGH WING CESSNA (BORDER PATROL ACFT) CLR RWY 26 & ELECTED TO LAND ON THAT RWY. SUBSEQUENTLY, THE CESSNA 140 & RYAN ST-3KR CONVERGED WHILE LANDING FROM OPPOSITE DIRECTIONS. THE CESSNA 140 PLT SAW THE RYAN ST-3KR JUST BEFORE IMPACT, BUT NOT IN TIME TO AVOID A COLLISION.
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 NTSB's narrative for the Ryan ST-3KR final · quoted from the NTSB record
FOUR ACFT DEPD CARLSBAD, NM, ON A FLT TO FABENS, TX. THE 1ST OF THE 4 ACFT TO ENTER THE TFC PATTERN AT FABENS WAS CESSNA 140, N76728. IT ENTERED THE PATTERN BEHIND A HIGH WING CESSNA (BORDER PATROL ACFT) THAT LANDED ON RWY 26. HOWEVER, SINCE THE WIND FAVORED RWY 8, THE 140 PLT 'PASSED OVER 26,' ENTERED A DOWNWIND FOR RWY 8 & ANNOUNCED HIS INTENTIONS ON THE UNICOM FREQ. WHEN THE BORDER PATROL ACFT CLRD RWY 26, THE 140 PLT CONTD HIS APCH TO LND ON RWY 8. HE ASSUMED THE PLTS OF THE OTHER 3 ACFT OF THE FLT WOULD FOLLOW HIM. THE 2ND ACFT OF THE FLT WAS A RYAN ST-3KR, N48743. THE RYAN PLT SAW THE HIGH WING CESSNA (BORDER PATROL ACFT) CLR RWY 26 & ELECTED TO LAND ON THAT RWY. SUBSEQUENTLY, THE CESSNA 140 & RYAN ST-3KR CONVERGED WHILE LANDING FROM OPPOSITE DIRECTIONS. THE CESSNA 140 PLT SAW THE RYAN ST-3KR JUST BEFORE IMPACT, BUT NOT IN TIME TO AVOID A COLLISION.
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 for the Cessna 140 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 600 hours in all; 500 in this make and model; 14 in the last 90 days; 14 in the last 30 days; 500 as pilot in command; 500 on instruments
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,909 hours
- Last inspection: 100-hour inspection, February 1, 1990; 15 hours since
- Maximum gross weight: 1,500 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental 85-12 (piston); 0 hours total
The flight
- Departed from: CNM Carlsbad NM at 1:45 pm
- Destination: E35
- Flight plan: none
- Runway 8, 4,200 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 8 knots
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Ryan ST-3KR from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 659 hours in all; 480 in this make and model; 7 in the last 90 days; 7 in the last 30 days; 601 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: annual inspection, August 3, 1989
- Maximum gross weight: 1,885 lb
- Seats: 2
- Landing gear: fixed
- Engine: Kinner R55 (piston); 0 hours total
The flight
- Departed from: CNM Carlsbad NM at 1:00 pm
- Destination: E35
- Flight plan: none
- Runway 26, 4,200 ft by 60 ft
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.