Cessna U206F accident near Portland, Maine, July 9, 1992
On July 9, 1992 at about 1:50 pm local time, a Cessna U206F, registered CGTCM, was substantially damaged in an accident near Portland, Maine (Portland International airport). It was a business flight under general aviation rules (Part 91). 1 person was killed and 1 person had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
IMPROPER IN-FLIGHT PLANNING/DECISION BY THE PILOT, RESULTING IN FUEL STARVATION DUE TO IMPROPER POSITIONING OF THE FUEL SELECTOR. FACTORS RELATED TO THE ACCIDENT WERE: AN UNDETERMINED ELECTRICAL FAILURE, AND LOSS OF FUEL QUANTITY INDICATION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 9, 1992 · about 1:50 pm local time
- Place
- Portland, Maine · Portland International · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna U206F · all U206Fs on the register
- Registration
- CGTCM · no longer on the register · serial U206-01825
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT WAS EN ROUTE WHEN HE NOTED A PARTIAL LOSS OF ELECTRICAL POWER AND THAT THE FUEL GAGE WAS DE-ENERGIZED. HE CONTINUED THE FLIGHT, BUT DURING AN ILS RUNWAY 29 APPROACH AT THE DESTINATION, A TOTAL LOSS OF ELECTRICAL POWER OCCURRED. THE PILOT DECIDED TO DESCEND BELOW THE CLOUDS INTO VMC, WHICH HE ENCOUNTERED AT ABOUT 400 FEET MSL OVER CASCO BAY. HE STATED THAT HE WAS READING A CHART TO LOCATE THE DESTINATION AIRPORT, WHEN THE ENGINE LOST POWER. THE PILOT DITCHED THE AIRPLANE IN THE BAY, ESCAPED FROM THE AIRPLANE, AND WAS RESCUED BY COAST GUARD, BUT THE PASSENGER DID NOT ESCAPE FROM THE AIRPLANE. DURING AN EXAMINATION OF THE AIRPLANE, ABOUT 15 GALLONS OF FUEL WAS DRAINED FROM THE LEFT TANK AND ABOUT ONE HALF GALLON WAS DRAINED FROM THE RIGHT TANK. THE FUEL SELECTOR WAS FOUND POSITIONED TO THE RIGHT TANK. THE REASON FOR THE LOSS OF ELECTRICAL POWER WAS NOT VERIFIED.
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; instrument: airplane
- Flight time: 430 hours in all; 35 in this make and model; 45 in the last 90 days; 35 in the last 30 days; 210 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: annual inspection, January 2, 2000
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-520-F (piston); 0 hours total
The flight
- Departed from: SW3 St Georges,Cd OF at 12:30 pm
- Destination: PWM Portland ME
- Flight plan: IFR
- Runway 29
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 1 statute miles
- Sky: overcast at 400 ft; not recorded at 400 ft
- Temperature: 61°F (16°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
- Observation at 2:37 pm from PWM, 2 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.