Cessna 140 accident near Vancouver, Washington, February 25, 1990
On February 25, 1990 at about 10:30 pm local time, a Cessna 140, registered N2197V, was substantially damaged in an accident near Vancouver, Washington. It was a ferry flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
ENGINE LOSS OF POWER WAS DUE TO MOISTURE DAMAGE TO THE COILS IN THE MAGNETOES. DURING THE FORCED LANDING IN AN OPEN FIELD, THE AIRPLANE COLLIDED WITH A FENCE WHICH RESULTED IN SUBSTANTIAL DAMAGE. THE AIRPLANE HAD NOT UNDERGONE CURRENT MAINTENANCE INSPECTIONS AND WAS BEING FERRIED FOR MAINTENANCE WHEN THE ACCIDENT OCCURRED.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 25, 1990 · about 10:30 pm local time
- Place
- Vancouver, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 140 · all 140s on the register
- Registration
- N2197V · registry record · serial 14426
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE EN ROUTE ON A FERRY PERMIT TO A MAINTENANCE FACILITY THE ENGINE EXPERIENCE A LOSS OF POWER. THE PILOT WAS UNSUCESSFUL IN RESTARTING THE ENGINE AND A FORCED LANDING WAS MADE IN AN OPEN FIELD. DURING THE LANDING ROLL, THE AIRPLANE COLLIDED WITH A FENCE. DURING AN ENGINE INSPECTION THE MAGNETOS WERE BENCH TESTED AND BOTH FAILED DURING THE INITIAL RUN. FURTHER INSPECTION REVEALED THAT MOISTURE MAY HAVE PENETRATED THE MAGNETOS AND DAMAGED THE COILS. THE AIRPLANE HAD NOT UNDERGONE ANY INSPECTIONS SINCE NOVEMBER 1981. THERE WERE NOT OTHER REPORTED MECHANICAL FAILURES OR MALFUNCTIONS.
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: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 7,500 hours in all; 200 in this make and model; 33 in the last 90 days; 3 in the last 30 days; 7,300 as pilot in command; 3,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, November 4, 1981; 30 hours since
- Maximum gross weight: 1,450 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C-90-12F (piston); 0 hours total
The flight
- Departed from: Sunset Hills OR at 9:45 pm
- Destination: WA10 Camas WA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number SEA90LA050.