Cessna 140 accident near Vancouver, Washington, August 4, 1997
On August 4, 1997 at about 6:20 pm local time, a Cessna 140, registered N2076N, was substantially damaged in an accident near Vancouver, Washington. It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Aircraft control was not maintained. Continued operation with known deficiencies in equipment and movement restrictions to an exhaust valve were factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 4, 1997 · about 6:20 pm local time
- Place
- Vancouver, Washington · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 140 · all 140s on the register
- Registration
- N2076N · no longer on the register · serial 12312
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Witnesses reported that they observed the airplane, at an altitude of 300-400 feet, make a steep left turn. The wings were then leveled for an instant before the nose of the airplane dropped and the airplane descended in a near vertical attitude. The left wing of the airplane collided with the top of a commercial building and remained on the roof, as the remainder of the airplane slid down the side of the building in a nose down attitude. Prior to the airplane taking off, the pilot and passenger reported to two mechanics that during an earlier flight the engine had 'detonated' and lost power. The mechanics told the pilot what they thought might be the problem, however, the pilot did not pursue the issue and neither mechanic looked at the engine. Post-accident investigation of the engine found that the number two cylinder exhaust valve appeared tight in the guide and the exhaust valve spring pocket contained excess carbon. The number three piston head showed signs of excess heat. No other evidence of a mechanical failure or malfunction was found.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 190 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,413 hours
- Last inspection: annual inspection, May 5, 1997; 14 hours since
- Maximum gross weight: 1,450 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental C85 (piston); 0 hours total
- Fire on the ground
The flight
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 300° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 5:56 pm from PDX, 4 miles away
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.