Cessna 414A accident near Mattapoisett, Massachusetts, November 20, 1998
On November 20, 1998 at about 5:20 pm local time, a Cessna 414A, registered N6820J, was destroyed in an accident near Mattapoisett, Massachusetts (New Bedford airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain control of the airplane after an undetermined failure of the airplane's attitude indicator. A factor in this accident was fog.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 20, 1998 · about 5:20 pm local time
- Place
- Mattapoisett, Massachusetts · New Bedford
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 414A · all 414As on the register
- Registration
- N6820J · no longer on the register · serial 414A0671
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was level at 2,000 feet, in instrument meteorological conditions, when the pilot reported 'we've just lost our ahh artificial horizon.' About 5 minutes later, air traffic control lost radar contact, and communications with the airplane. A witness about 1 mile north of the accident site stated he heard the sound of engine noise coming from the water and he described the sound as loud and constant. The sound lasted for about 30 seconds and was followed by an 'explosive collision/impact sound.' He further stated he walked to the shore and attempted to locate the source of the sound, but 'because of the fog, I couldn't see anything at all.' The airplane was located in about 25 feet of water, and was scattered over a 150 to 200 foot area. The recovered wreckage consisted of both engines, parts of the airplane's left wing, empennage, fuselage, seats, and interior. The airplane's attitude indicator was not recovered. A faint needle impression was found on the face of the airplane's vertical speed indicator between minus 2,500 and 3,000 feet per minute. Examination of the left and right vacuum pumps did not reveal any malfunctions or failures.
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: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,458 hours in all
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,675 hours
- Last inspection: annual inspection, October 9, 1998; 20 hours since
- Maximum gross weight: 7,000 lb
- Seats: 8
- Landing gear: retractable
- Engine: Continental TSIO-520NB (piston); 0 hours total
The flight
- Departed from: HYA Hyannis MA at 5:07 pm
- Destination: EWB New Bedford MA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 220° at 12 knots
- Visibility: 2 statute miles
- Sky: overcast at 400 ft; scat at 200 ft
- Temperature: 55°F (13°C), dew point 52°F (11°C)
- Altimeter: 29.00 inHg
- Observation at 5:28 pm from FMH, 11 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.