Cessna U206G accident near North Haven, Maine, July 6, 2000
On July 6, 2000 at about 1:40 pm local time, a Cessna U206G, registered N756HK, was substantially damaged in an accident near North Haven, Maine (Witherspoons Airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to perform a go-around. Factors related to the accident were the pilot's lack of total flight experience in make and model, and the short landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 6, 2000 · about 1:40 pm local time
- Place
- North Haven, Maine · Witherspoons Airport
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna U206G · all U206Gs on the register
- Registration
- N756HK · no longer on the register · serial 20604102
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
While landing on a 1,045-foot long hard packed gravel runway, the airplane touched down, bounced, and began to 'float.' After the airplane touched down again, the pilot applied the brakes and raised the flaps in an attempt to stop. The airplane continued off the departure end of the runway, crossed a road, struck a boulder, and nosed over into a swamp, coming to rest inverted. After the accident skid marks were observed in the gravel that started with 20 feet of runway surface remaining. The two passengers in the airplane stated after the accident that they were coming in 'hot and fast.' According to the airplane operating handbook, the total landing distance to clear a 50-foot obstacle, using the specified technique for short field landings, at maximum gross weight, at sea level, and at a temperature of 20 degrees Celsius, was 1,415 feet. The pilot reported 8 total hours of flight experience in make and model.
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: airline transport pilot, flight engineer
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 16,569 hours in all; 8 in this make and model; 17 in the last 90 days; 13 in the last 30 days; 7,958 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 6,267 hours
- Last inspection: continuous airworthiness programme, June 27, 2000; 22 hours since
- Maximum gross weight: 5,600 lb
- Seats: 5
- Landing gear: fixed
- Engine: Continental IO-520-F48B (piston); 0 hours total
The flight
- Departed from: RKD Rockland ME at 1:30 pm
- Destination: ME41
- Flight plan: none
- Runway 24, 1,045 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 11 knots, gusting 15
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 50°F (10°C)
- Altimeter: 29.00 inHg
- Observation at 1:35 pm from RKD, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.