Maule M-5-235C accident near Seward, Alaska, August 15, 2004
On August 15, 2004 at about 9:23 pm local time, a Maule M-5-235C, registered N6194M, was substantially damaged in an accident near Seward, Alaska (Seward airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of an aviation mechanic/inspector to adequately inspect the pilot/owner's work during the engine overhaul, which resulted in a loss of engine oil and engine power during cruise flight, and a subsequent ditching. Factors associated with the accident were the inadequate installation of the idler gear shaft setscrew, and the lack of a safety wire on the three-quarter inch hex head (oil) plug in front of the idler gear shaft. Additional factors associated with the accident were the lack of suitable terrain for a forced landing, and ocean water.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 15, 2004 · about 9:23 pm local time
- Place
- Seward, Alaska · Seward · map
- Type
- Accident
- Injuries
- 2 people were killed and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule M-5-235C · all M-5-235Cs on the register
- Registration
- N6194M · no longer on the register · serial 7187C
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot, with two passengers, was flying one of two wheel-equipped airplanes en route to a remote beach site. The route of flight was over ocean waters, flanked by steep vertical cliffs to the waters edge. After passing over the last suitable landing site, an airport about 12 miles north, the accident pilot reported to the pilot of the second airplane that he had a severe engine oil leak, and was retuning to the airport. The pilot reported that once the oil stopped leaking, about 3 miles from the airport, the engine began to vibrate so violently that he thought the engine was going to be torn from its mounts, and he shut the engine off. He said he turned the airplane in an attempt to glide to the nearest beach, but he was unable to reach the beach, and was forced to ditch the airplane about 300 yards from shore. When the airplane's main landing gear wheels touched the water, it nosed over abruptly, and the cabin rapidly filled with water. The pilot said he struggled to free himself and the passengers from their seat belts, while upside-down, and submerged in cold ocean water. Once he was free, he swam to the rear of the airplane, kicked out one of the aft windows, swam to the surface, and summoned help. Rescue personnel discovered the two passengers still restrained within their seats. A postaccident examination of the engine revealed that a hex head plug at the front of the engine, in front of the propeller governor idler gear shaft, was missing, allowing engine oil under pressure to flow overboard. Additionally, the propeller governor idler gear shaft setscrew was loose, and the idler gear shaft was missing. There was no evidence that the hex head plug had been safety wired as required at the last engine overhaul, 299.6 service hours prior to the accident. According to the owner/pilot, he and a friend assembled the overhauled components of the accident engine in the pilot/owner's home-based shop. He said that that all work was accomplished in accordance with Textron Lycoming technical data. The pilot/owner did not possess an aviation mechanic's certificate. The pilot/owner reported that his friend, who owned and operated an aircraft maintenance facility, was supervising his work during the engine overhaul. A review of the engine logbooks revealed that the overhaul was certified by the pilot/owners friend, who also possessed inspector authority (IA).
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: private
- Ratings: single-engine land; single-engine sea
- Flight time: 1,600 hours in all; 315 in this make and model; 70 in the last 90 days; 25 in the last 30 days; 1,600 as pilot in command
- Last flight review: June 1, 2003
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,042.6 hours
- Last inspection: annual inspection, August 1, 2003; 99.6 hours since
- Maximum gross weight: 2,350 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-J1A5D (piston); 0 hours total
The flight
- Departed from: BCV Chugiak AK at 3:30 pm
- Destination: SWD Seward AK
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 50 statute miles
- Sky: clear
- Temperature: 75°F (24°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.
Other NTSB records under N6194M 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.