Cessna U206G accident near Bangor, Maine, December 16, 1995
On December 16, 1995 at about 6:21 pm local time, a Cessna U206G, registered N6250X, was substantially damaged in an accident near Bangor, Maine (Bangor International 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 instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's improper inflight planning/decision, and his failure to properly plan his approach for landing, so that the airplane would not stall or touchdown hard. Factors relating to the accident were: the adverse weather (icing) condition, the accumulation of airframe ice, and the pilot's reduced visibility due to the ice covered windshield.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 16, 1995 · about 6:21 pm local time
- Place
- Bangor, Maine · Bangor International
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna U206G · all U206Gs on the register
- Registration
- N6250X · no longer on the register · serial U20605844
- 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 during the IFR flight, '...Around Concord, NH, I received weather conditions in Bangor with possible icing below 10,000 feet and I did not think of it being significant....Even though I had some ice on the leading edges and my windshield, and my speed was down significantly, I was sure that when I got to lower altitudes, I would lose the ice.... The icing conditions persisted....[During the landing] with poor forward visibility, I misjudged my height above ground looking through the side window, instead of flying the plane to the ground as it is recommended...I applied my first notch of flaps (10 degrees). The plane stalled immediately and landed on the nose gear, came to stop after a bounce.' The Pilot Operating Handbook stated, 'Flight into icing conditions is prohibited....The best procedure, of course, is to turn back or change altitude to escape icing conditions.'
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: 2,400 hours in all; 1,200 in this make and model; 2,175 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 3,500 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-520-F (piston); 0 hours total
The flight
- Departed from: 44N Millbrook NY at 3:00 pm
- Destination: BGR
- Flight plan: IFR
- Runway 15, 11,439 ft by 300 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 9 knots
- Visibility: 2 statute miles
- Sky: overcast at 1,700 ft; not recorded
- Temperature: 19°F (-7°C), dew point 16°F (-9°C)
- Altimeter: 30.00 inHg
- Observation at 5:46 pm from BGR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.