Beech 23 accident near Chaplin, Connecticut, December 21, 2005
On December 21, 2005 at about 2:53 pm local time, a Beech 23, registered N7631R, was substantially damaged in an accident near Chaplin, Connecticut (Windham airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A complete loss of engine power due to carburetor ice. A contributing factor was the lack of suitable terrain for the emergency landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 21, 2005 · about 2:53 pm local time
- Place
- Chaplin, Connecticut · Windham · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 23 · all 23s on the register
- Registration
- N7631R · no longer on the register · serial 1252
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that while on approach to Windham Airport, the engine began to run roughly, then completely lost power. He switched fuel tanks, and attempted an engine restart, but was unsuccessful. The pilot then maneuvered the airplane toward a snow-covered field, but could not clear trees during the final approach. After the accident, evidence of fuel was found at the scene. Fuel was plumbed to the engine through the left fuel tank, and the engine was started, and ran continuously on the airframe without interruption. The temperature was 19 degrees Fahrenheit and the dew point was 13 degrees Fahrenheit. Interpolation of a carburetor icing probability chart revealed that atmospheric conditions were conducive to "icing at glide or cruise power." The pilot reported that there were no mechanical deficiencies with the airplane, and stated, " I have reason to believe that carburetor ice was the problem, although I was using carburetor heat at the time."
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: 26,950 hours in all; 580 in this make and model; 8 in the last 90 days; 4 in the last 30 days
- Last flight review: January 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 1,701 hours
- Last inspection: annual inspection, November 1, 2005; 1 hours since
- Maximum gross weight: 2,450 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360 (piston); 0 hours total
The flight
- Departed from: OQU North Kingstown RI at 2:30 pm
- Destination: IJD Willimantic CT
- Flight plan: none
- Runway 27, 4,278 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 19°F (-7°C), dew point 12°F (-11°C)
- Altimeter: 30.19 inHg
- Observation at 2:52 pm from IJD, 3 miles away
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.