Maule M-5-235C accident near Lewisville, Texas, March 18, 2010
On March 18, 2010 at about 9:00 pm local time, a Maule M-5-235C, registered N56489, was substantially damaged in an accident during landing (flare/touchdown) near Lewisville, Texas. It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot did not retract the landing gear before a water landing. Contributing to the accident was the pilot did not use a checklist.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 18, 2010 · about 9:00 pm local time
- Place
- Lewisville, Texas · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule M-5-235C · all M-5-235Cs on the register
- Registration
- N56489 · no longer on the register · serial 7372C
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Following a short cross-country flight, the pilot performed a water landing with the amphibious float-equipped airplane. During touchdown, the airplane nosed over and came to rest inverted, partially submerged in water. A postaccident examination of the wreckage revealed that the pilot had landed with the landing gear in the extended position. The examination also revealed that the floats were equipped with four visual landing gear position indicators, all of which indicated that the landing gear was in the extended position. According to a “Before Landing On Water” checklist for the amphibious floats, the landing gear position (retracted) was to be confirmed visually before landing. No preimpact anomalies were identified during the examination that would have precluded the airplane from operating normally.
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
- Landing gear not configured during landing (flare/touchdown) defining event
- Nose over/nose down during landing (flare/touchdown)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
- cause Personnel issues › Action/decision › Action › Forgotten action/omission › Pilot
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane; rotorcraft: helicopter
- Flight time: 12,000 hours in all; 75 in this make and model; 30 in the last 90 days; 10 in the last 30 days; 11,500 as pilot in command; 1,000 on instruments
- Last flight review: June 8, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 807 hours
- Last inspection: annual inspection, December 1, 2009; 1 hours since
- Maximum gross weight: 2,530 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-540-J1A5D (piston); 0 hours total
The flight
- Departed from: ADS Dallas TX at 8:30 pm
- Destination: Lake Lewisville TX
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 36°F (2°C)
- Altimeter: 30.06 inHg
- Observation at 8:47 pm from ADS, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.