On March 18, 2004, approximately 1455, a Cessna 140 single-engine airplane, N2435V, registered to and operated by a private individual, was substantially damaged during a forced landing following a loss of engine power shortly after takeoff from the Hunt Airport (9R5), near Portland, Texas. The commercial pilot, who was the sole occupant of the aircraft, sustained serious injuries. Visual meteorological conditions prevailed and a flight plan was not filed for the Title 14 Code of Federal Regulations personal flight. According to the UNICOM operator at the airport, the pilot departed 9R5, and while still in the traffic pattern, radioed that he was "losing power." A witness, who was driving eastbound on a road located approximately one mile west of the airport, reported that the weather was clear, but windy, with southeast winds of about 15-20 mph and higher gusts. The witness observed the aircraft flying south of the road, in a northerly direction. He stated that the aircraft was very low, about "less than fifty feet" from the ground. As the aircraft approached the road, it "suddenly" pulled up, and made a steep left turn, "virtually standing on its left wing." While recovering from the steep left turn, the aircraft "dipped" forward onto its nose, and flew directly down into the ground approximately 50-feet south of the roadway. 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 wreckage by a FAA inspector, who responded to the accident site, revealed structural damage to the nose, and both wings. Samples of the fuel and engine oil appeared to be clean and clear of debris, and respective filters were found to be clean. The gascolator was clean and full. Records from the fixed base operator at the airport showed that the airplane 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 (Continental C-90-12F series) rotated when pulled thru by hand. Engine drive continuity and compression were established. The carburetor, part number 10-4894, was removed for inspection. According to Precision Airmotive Corporation (type certificate holder of the subject carburetor), the carburetor was an approved part for the Continental O-200-A series engine, and were not aware of certification testing of the carburetor to be utilized on the Continental C-90-12F engine. According to the engine manufacturer, the proper carburetor part number for the accident aircraft engine (C-90-12F) is 10-5082. The type certificate holder for the carburetor further stated that the carburetor that was installed on the accident airplane is not interchangeable between O-200-A and C-90-12F series engines. Despite attempts from the Investigator-In-Charge to obtain a Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), a completed form was not obtained.