Stinson 108-2 accident near Norridgewock, Maine, April 6, 1993
On April 6, 1993 at about 10:30 pm local time, a Stinson 108-2, registered N8775K, was substantially damaged in an accident near Norridgewock, Maine (Central Maine airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT AT THE CONTROLS FAILED TO MAINTAIN DIRECTIONAL CONTROL OF THE AIRPLANE, AND THE FLIGHT INSTRUCTOR PROVIDED INADEQUATE SUPERVISION. A RELATED FACTOR WAS THE PILOT AT THE CONTROLS HAD NO FLIGHT EXPERIENCE IN THE MAKE AND MODEL OF AIRPLANE BEING FLOWN.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 6, 1993 · about 10:30 pm local time
- Place
- Norridgewock, Maine · Central Maine
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Stinson 108-2 · all 108-2s on the register
- Registration
- N8775K · no longer on the register · serial 108-2357
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A FLIGHT INSTRUCTOR OFFERED TO GIVE INSTRUCTION, IN A TAILWHEEL AIRPLANE, TO A RATED COMMERCIAL PILOT WHO HAD NOT FLOWN IN THIS MAKE AND MODEL PRIOR TO THIS FLIGHT. THE RATED PILOT RECEIVING INSTRUCTION WAS SEATED IN THE LEFT SEAT OF THE AIRPLANE. THE AIRPLANE WAS NOT EQUIPPED WITH BRAKES ON THE RIGHT SIDE WHERE THE FLIGHT INSTRUCTOR WAS SEATED. POWER WAS APPLIED AND THE AIRPLANE ACCELERATED. THE RATED PILOT ON THE CONTROLS DID NOT MAINTAIN DIRECTIONAL CONTROL AND THE AIRPLANE VEERED TO THE LEFT. THE FLIGHT INSTRUCTOR WAS UNABLE TO CORRECT THE LEFT VEER WITH RUDDER. THE AIRPLANE LEFT THE RUNWAY, WAS CAUGHT IN A SNOW BANK AND NOSED OVER.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 900 hours in all; 55 in this make and model; 17 in the last 90 days; 12 in the last 30 days; 838 as pilot in command; 330 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,490 hours
- Last inspection: annual inspection, February 16, 1993; 50 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Franklin 6A4-150-B3 (piston); 0 hours total
The flight
- Departed from: OWK at 10:30 pm
- Destination: AUG Augusta ME
- Flight plan: none
- Runway 33, 3,999 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 170° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 18°F (-8°C)
- Altimeter: 30.00 inHg
- Observation at 10:34 pm from WVL, 10 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.
Other NTSB records under N8775K the same tail number, which may have belonged to a different aircraft at the time
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.