Maule M-7 accident near Barrow, Alaska, August 24, 1996
On August 24, 1996 at about 4:30 am local time, a Maule M-7, registered N5656A, was destroyed in an accident near Barrow, Alaska. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate weather evaluation and resultant flight into adverse weather conditions. Factors associated with the accident were: high winds and terrain induced turbulence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 24, 1996 · about 4:30 am local time
- Place
- Barrow, Alaska · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule M-7 · all M-7s on the register
- Registration
- N5656A · no longer on the register · serial 4001C
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
An airplane, believed to be the float-equipped accident airplane, was observed by two witnesses, when it flew near their remote hunting camp. They related the airplane was flying very low over the nearby Etivluk River. The witnesses said they wondered why anyone would be flying in such 'horrendous' weather. They estimated the wind velocity was 80 miles per hour, with higher gusts. The airplane was discovered after it had crashed inverted on a gravel bar in the Nigu River. On-site examination disclosed that pieces of the upper left wing skin had separated from the airplane; the pieces were located approximately 3/4 mile from the main wreckage. The left aileron and flap were bent upward and rearward. The wing struts remained attached to their respective wing attach points. The upper 18 inches of the left wing struts were curled upward toward the airplane's cabin. The airplane was destroyed by postimpact fire.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 11,800 hours in all; 100 in the last 90 days
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 495 hours
- Last inspection: annual inspection, May 10, 1996
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540-W1A5D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: Etivluk Lake AK
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 280° at 80 knots, gusting 100
- Visibility: 50 statute miles
- Sky: not recorded; scat at 10,000 ft
- Temperature: 50°F (10°C), dew point 0°F (-18°C)
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.