Beech BE-23-B24R accident near Caribou, Maine, May 23, 1991
On May 23, 1991 at about 9:24 pm local time, a Beech BE-23-B24R, registered N6968R, was substantially damaged in an accident near Caribou, Maine (Frenchville airport). It was a business flight under general aviation rules (Part 91). 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 FAILURE OF THE ENGINE DRIVEN FUEL PUMP, WHICH RESULTED IN A TOTAL LOSS OF ENGINE POWER AND SUBSEQUENT FORCED LANDING ON ROUGH TERRAIN. FACTORS RELATED TO THE ACCIDENT WERE THE DECISION BY THE PILOT TO TAKEOFF WITH KNOWN MECHANICAL DEFICIENCIES; THE PILOT'S HARD LANDING DURING THE FORCED LANDING; AND THE PILOT'S LACK OF EXPERIENCE IN THIS MAKE AND MODEL AIRPLANE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 23, 1991 · about 9:24 pm local time
- Place
- Caribou, Maine · Frenchville
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE-23-B24R
- Registration
- N6968R · no longer on the register · serial MC-321
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE WAS CLIMBING THROUGH 6500 FEET, WHEN THE ENGINE QUIT. THE PILOT MADE A FORCED LANDING IN A FIELD, BUT DID NOT FLARE THE AIRPLANE PROPERLY AND HIT THE GROUND VERY HARD. THE ENGINE HAD CAUSED SOME PROBLEMS FOR THE PILOT BEFORE TAKEOFF, BUT HE DETERMINED IT WAS OPERATING SATISFACTORILY, AFTER SEVERAL FULL POWER RUN UPS. THE FAA FOUND THE ENGINE DRIVEN FUEL PUMP WAS MALFUNCTIONING, RESULTING IN FUEL SYSTEM CAVITATION AND EVENTUAL FUEL STARVATION. IT WAS DETERMINED BY THE FAA AND THE MANUFACTURER REPRESENTATIVES THAT THE AUXILIARY FUEL BOOST PUMP MIGHT NOT BE ABLE TO RESTORE FUEL PRESSURE FAST ENOUGH FOR THE PILOT TO RESTART THE ENGINE WHILE EXECUTING THE FORCED LANDING. AFTER SEVERAL ATTEMPTS, THE PILOT CONCENTRATED ON THE EMERGENCY LANDING. THE PILOT HAD A TOTAL FLIGHT TIME IN THIS MODEL OF 3.5 HOURS.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 802 hours in all; 4 in this make and model; 32 in the last 90 days; 19 in the last 30 days; 778 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded, January 2, 2000
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B6 (piston); 0 hours total
- Operator: Skyline Aviation CORP.
The flight
- Departed from: FVE Frenchville ME at 9:05 pm
- Destination: PWM Portland ME
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 280° at 9 knots
- Visibility: 20 statute miles
- Sky: broken clouds at 22,000 ft; scat at 17,000 ft
- Temperature: 82°F (28°C), dew point 0°F (-18°C)
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.