Maule M 7-260C accident near Oregon, Missouri, March 10, 2015
On March 10, 2015 at about 5:15 pm local time, a 2003 Maule M 7-260C, registered N55000, was substantially damaged in an accident during enroute (cruise) near Oregon, Missouri. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Engine vibration for reasons that could not be determined based on the available evidence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 10, 2015 · about 5:15 pm local time
- Place
- Oregon, Missouri · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule M 7-260C 260C, built 2003 · all M 7-260Cs on the register
- Registration
- N55000 · registry record · serial 30031C
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline transport pilot was conducting a cross-country personal flight. The pilot reported that, after climbing the airplane to cruise altitude and leaning the fuel mixture, he noted an unusual engine vibration. He enriched the fuel mixture slightly, and the vibration seemed to lessen. After descending and increasing power to level off, the engine vibration worsened, and he chose to perform a precautionary off-airport landing. During the landing, the landing gear "dug in," and the airplane subsequently nosed over. Testing of the engine's fuel system components revealed that the fuel servo fuel flow was slightly richer than the specified service limits. However, according to the pilot's report, the initial engine vibration did not occur until he leaned the fuel mixture at cruise altitude, indicating that the slightly rich calibration of the fuel servo likely was not associated with the engine vibration described by the pilot. Based on the available evidence, the reason for the engine vibration could not be determined.
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
- Loss of engine power (partial) during enroute (cruise) defining event
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 18,102 hours in all; 16 in this make and model; 61 in the last 90 days; 17 in the last 30 days; 12,875 as pilot in command
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 890 hours
- Last inspection: annual inspection, March 1, 2014
- Maximum gross weight: 2,500 lb
- Seats: 5
- Landing gear: fixed
- Engine: Lycoming IO-540 SER (piston); 0 hours total
The flight
- Departed from: 3NO Omaha NE at 4:25 pm
- Destination: STJ St Joseph MO
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 43°F (6°C)
- Altimeter: 30.01 inHg
- Observation at 4:53 pm from STJ, 20 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N55000 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.