Cessna 208B incident near Bangor, Maine, November 5, 2003
On November 5, 2003, a Cessna 208B, registered N805TH, suffered minor damage in an incident near Bangor, Maine (Bangor International airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inability to see through the windshield, which was obscured due to icing conditions. This resulted in the pilot's inadequate flare, and a subsequent hard landing. A factor contributing to the accident was the wing icing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 5, 2003
- Place
- Bangor, Maine · Bangor International · map
- Type
- Incident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 208B · all 208Bs on the register
- Registration
- N805TH · registry record · serial 208B0609
- Damage
- Minor damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
Prior to departing on a night cargo flight, the pilot received a weather briefing that included forecast rain and snow, and occasional moderate rime and mixed icing in precipitation, and clouds, on his route of flight. While cruising in instrument meteorological conditions, the airplane encountered freezing rain. The pilot observed ice on the wing de-ice boots, and the windshield. He activated the airplane's anti-ice and de-ice equipment; however, the airplane continued to accumulate ice and the pilot diverted to another airport. The pilot reported that the airplane "felt sluggish" and that "ice had formed beyond the boots and onto the wing, but the de-ice boots were still active." He also reported that he conducted the approach with no forward visibility, and he looked out the side window to judge the distance above the runway. The pilot also stated that he did not use any flaps during the approach, and the airspeed was maintained at 110 knots. The pilot stated he did not have time to flare the airplane. The airplane landed hard, which resulted in damage to the landing gear and propeller. Examination of the airplane, which included the windshield de-ice system did not reveal any discrepancies. The airplane was equipped with a cargo pod and cargo pod boot. The pilot reported that the airplane's takeoff weight was 7,280 pounds. The airplane's maximum gross takeoff weight was 8,750 pounds.
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: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 4,800 hours in all; 2,800 in this make and model; 118 in the last 90 days; 39 in the last 30 days; 4,339 as pilot in command; 560 on instruments
- Last flight review: May 7, 2003
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,518 hours
- Last inspection: approved inspection programme, October 27, 2003; 31 hours since
- Maximum gross weight: 8,950 lb
- Seats: 1
- Landing gear: retractable
- Engine: Pratt & Whitney PT6A-114A (turboprop); 0 hours total
The flight
- Departed from: PQI Presque Isle ME at 11:40 pm
- Destination: MHT Manchester NH
- Flight plan: IFR
- Runway 33, 11,440 ft by 200 ft
Weather at the time
- Light: night, dark
- Wind: from 030° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 5,500 ft
- Temperature: 34°F (1°C), dew point 10°F (-12°C)
- Altimeter: 30.45 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.