Beech 1900C accident near Bar Harbor, Maine, November 2, 2001
On November 2, 2001 at about 2:45 am local time, a Beech 1900C, registered N210CJ, was substantially damaged in an accident near Bar Harbor, Maine (Hancock Couty - Bar Harbor airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 13 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
A deer, which had been crossing the runway as the airplane touched down. A factor was the dark night conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 2, 2001 · about 2:45 am local time
- Place
- Bar Harbor, Maine · Hancock Couty - Bar Harbor · map
- Type
- Accident
- Injuries
- No one was hurt; 13 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech 1900C · all 1900Cs on the register
- Registration
- N210CJ · no longer on the register · serial VC110
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The first officer landed the airplane upon completion of a night ILS approach. Just after touchdown, the airplane struck a deer in the vicinity of the left engine. The deer had been crossing the runway from left to right. The captain shut down the engine and taxied to the gate. Post-accident examination of the airplane revealed that the engine firewall was cracked, one propeller blade was bent, and another blade had separated near the hub. The separated portion of the blade was found about 300 feet from where the collision occurred. Weather at the time included a 600-foot overcast layer.
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 sea; instrument: airplane
- Flight time: 11,142 hours in all; 8,251 in this make and model; 191 in the last 90 days; 65 in the last 30 days; 9,865 as pilot in command
- Last flight review: May 1, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,860 hours in all; 200 in this make and model; 171 in the last 90 days; 89 in the last 30 days; 1,505 as pilot in command
- Last flight review: May 1, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 16,600 lb
- Seats: 21
- Landing gear: retractable
- Engine 1: P&W PT6A-65B (turboprop); 0 hours total
- Engine 2: P&W PT6A-65B (turboprop); 0 hours total
- Operator: Colgan Air INC
The flight
- Departed from: BOS Boston MA at 1:58 am
- Destination: BHB Bar Harbor ME
- Flight plan: IFR
- Runway 23, 5,200 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 190° at 9 knots, gusting 14
- Visibility: 10 statute miles
- Sky: overcast at 600 ft
- Temperature: 52°F (11°C), dew point 50°F (10°C)
- Altimeter: 30.25 inHg
- Observation at 2:55 am from BHB
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 11 |
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.