Grumman G-159 accident near Linneus, Maine, July 19, 2000
On July 19, 2000 at about 4:31 am local time, a Grumman G-159, registered CGNAK, was destroyed in an accident near Linneus, Maine. It was a flight of an unrecorded kind under non-U.S. commercial rules. 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot-in-command's failure to maintain minimum control airspeed, which resulted in a loss of control. Factors in this accident were clouds, and a loss of engine power for undetermined reasons, while in cruise flight above the airplane's single engine service ceiling.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 19, 2000 · about 4:31 am local time
- Place
- Linneus, Maine
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Grumman G-159
- Registration
- CGNAK · no longer on the register · serial 154
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · non-U.S. commercial rules
The NTSB's narrative final · quoted from the NTSB record
The airplane was in cruise flight at 16,000 feet, in instrument meteorological conditions. About two minutes after the crew ceased cross-feeding due to a fuel imbalance, the left engine experienced a total loss of power. About one minute later, the co-pilot indicated to the pilot-in-command (PIC) that the airplane was losing airspeed, and about 15 seconds later, the co-pilot remarked "keep it up, keep it up." Shortly thereafter, the airplane departed controlled flight and impacted terrain. The airplane was destroyed by fire and impact forces. Examination of the left engine revealed no evidence of any pre-impact failures that would have accounted for an uncommanded in-flight shut-down. A SIGMET for potential severe clear icing was effective for airplane's flight path; however, the flight crew did not report or discuss any weather related problems around the time of the accident. At the time of the accident, the airplane was above its single-engine service ceiling. The PIC had accumulated approximately 6,000 hours of total flight experience, of which, about 500 hours were as PIC in make and model. The co-pilot had approximately 600 hours of total fight experience, of which, 300 hours were 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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,000 hours in all; 500 in this make and model
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 22,050 hours
- Last inspection: continuous airworthiness programme, July 10, 2000; 5 hours since
- Maximum gross weight: 36,000 lb
- Seats: 2
- Landing gear: retractable
- Engine: Rolls-Royce 529-8X (turboprop); 0 hours total
- Fire on the ground
The flight
- Departed from: YQM Moncton at 3:48 am
- Destination: YUL Montreal
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 230° at 5 knots
- Visibility: 8 statute miles
- Sky: overcast at 600 ft; not recorded
- Temperature: 135°F (57°C), dew point 135°F (57°C)
- Altimeter: 29.00 inHg
- Observation at 4:49 am from HUL, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.