Cessna U206G accident near Matinicus Island, Maine, July 17, 2011
On July 17, 2011 at about 8:25 pm local time, a Cessna U206G, registered N910TA, was substantially damaged in an accident during initial climb near Matinicus Island, Maine. It was flown under charter and air-taxi rules (Part 135). 1 person was seriously injured and 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s improper fuel management, which resulted in a total loss of engine power due to fuel starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 17, 2011 · about 8:25 pm local time
- Place
- Matinicus Island, Maine · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna U206G · all U206Gs on the register
- Registration
- N910TA · no longer on the register · serial U20604102
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
After takeoff from the island airport for the air taxi flight, the pilot made the initial power reduction when the airplane was at an estimated 200 feet above the ocean. At that time, the engine lost total power, and the pilot ditched the airplane. The pilot and the three passengers were able to exit the airplane before it sank. For about 1 hour until rescuers reached them, they held onto a section of the airplane’s belly cargo pod that had separated during the water impact. At the time of the wreckage recovery, the left and right fuel tank filler caps were found securely installed. The fuel selector was found in the right fuel tank position. About 25 gallons of sea water and 1 pint of aviation fuel were drained from the right fuel tank. About 27 gallons of aviation fuel and 2 gallons of sea water were drained from the left tank. Examination of the wreckage did not reveal any discrepancies that would have prevented normal operation of the airplane. The physical evidence indicates that the engine lost power as a result of fuel starvation due to the position of the fuel selector on the empty right tank. The operator required the pilot to provide the passengers a safety briefing before takeoff. However, none of the passengers were briefed or were aware that life vests were onboard the airplane. If a piece of wreckage had not been available for the passengers to hold on to, the failure of the pilot to notify the passengers of the availability of life vests could have increased the severity of the accident. As a result of the accident, the operator made numerous safety changes including mandating that the pilot read out loud a pre-takeoff briefing referencing the onboard passenger briefing guide card and offering all passengers a personal flotation device to wear during flights.
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
What happened, in order
- Fuel starvation during initial climb defining event
- Ditching during emergency descent
The NTSB's findings
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- cause Aircraft › Aircraft systems › Fuel system › Fuel selector/shutoff valve › Incorrect use/operation
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 25,300 hours in all; 1,000 in this make and model; 40 in the last 90 days; 28 in the last 30 days; 18,000 as pilot in command; 1,000 on instruments
- Last flight review: June 27, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 10,435 hours
- Last inspection: 100-hour inspection, July 7, 2012; 2 hours since
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor IO 520 SERIES (piston); 0 hours total
- Operator: Penobscot Island Air
The flight
- Departed from: Matinicus Island ME at 8:23 pm
- Destination: KRKD Rockland ME
Weather at the time
- Light: daylight
- Wind: from 210° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 63°F (17°C)
- Altimeter: 29.92 inHg
- Observation at 8:15 pm from KRKD, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 2 |
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.