Maule M-4-220C accident near Abernathy, Texas, July 25, 2009
On July 25, 2009 at about 6:00 pm local time, a Maule M-4-220C, registered N11EN, was substantially damaged in an accident during landing near Abernathy, Texas (Abernathy 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 failure of the fuselage's tube structure due to corrosion during a hard landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 25, 2009 · about 6:00 pm local time
- Place
- Abernathy, Texas · Abernathy Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule M-4-220C · all M-4-220Cs on the register
- Registration
- N11EN · registry record · serial 2037C
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot with one passenger on-board the airplane was practicing landings to familiarize the passenger with the airplane. During one of the landings, the airplane landed "firm." After noticing added noise in the cabin and the "seats being jarred” they taxied back to the hangar. The pilot reported that a fuselage tube had failed due to a "pre-existing weakened condition." The Federal Aviation Administration (FAA) Inspector who examined the airplane reported that the fuselage tube displayed evidence of corrosion.
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
What happened, in order
- Abnormal runway contact during landing
- Aircraft structural failure during landing defining event
The NTSB's findings
- cause Aircraft › Aircraft structures › Fuselage › Fuselage main structure › Fatigue/wear/corrosion
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 1,760 hours in all; 116 in this make and model; 66 in the last 90 days; 35 in the last 30 days; 1,760 as pilot in command
- Last flight review: July 21, 2009
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Medical certificate: Class 2
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,337 hours
- Last inspection: annual inspection, March 25, 2009
- Seats: 4
- Landing gear: fixed
- Engine: Franklin 6A-350SER (piston); 0 hours total
- Operator: Osky Deuce LLC
The flight
- Departed from: F49 Slaton Muncipal TX
- Destination: F83 Abernathy TX
- Flight plan: none
- Runway 17, 4,000 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 190° at 12 knots, gusting 20
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 29.93 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
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.