Maule M4-210 accident near Hesperia, California, May 4, 1983
On May 4, 1983 at about 11:05 pm local time, a Maule M4-210, registered N4624T, was substantially damaged in an accident near Hesperia, California (Hesperia Air Lodge airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 4, 1983 · about 11:05 pm local time
- Place
- Hesperia, California · Hesperia Air Lodge · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule M4-210 · all M4-210s on the register
- Registration
- N4624T · registry record · serial 1026
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT MADE A HARD LANDING OFF THE RUNWAY ON AN AIRPORT DURING A FORCED LANDING. ACCORDING TO THE PILOT THE ACFT HAD JUST COME OUT OF ANNUAL INSPECTION AND IT WAS NOTED THAT THE FUEL SELECTOR VALVE HANDLE WAS BROKEN. A NEW VALVE WAS ORDERED AND A TEMPORARY HANDLE WAS PUT ON THE VALVE. DURING A RUN IN FLT ON MAY 3 THE ENGINE QUIT BUT THE PILOT WAS ABLETO LAND ON AN AIRPORT. THE PILOT CALLED HIS MECHANIC TO BRING FUEL AND THEY ADDED 5 GALLONS TO THE RIGHT TANK. THE PILOTWAS CONVINCED BY THE MECHANIC TO WAIT BEFORE FERRY OF THE ACFT WAS TO BE ACCOMPLISHED. THE PILOT CAME BACK THE NEXT DAY WITH 10 GALS OF FUEL AND STILL NOT KNOWING WHICH TANK THE SELECTOR WAS ON PUT 5 GALS IN EACH TANK. THIS MADE 10 GALS IN RT TANK AND 5 GALS IN THE LEFT. THE PILOT TOOK OFF AFTER CHECKING THE ENGINE AND 3 MINUTES LATER THE ENGINE QUIT. HE WASABLE TO LAND ADJACENT TO THE RUNWAY WHERE THE GEAR COLLAPSED. INVESTIGATION REVEALED THE SELECTOR WAS ON LEFT TANK. ONE AND ONE HALF GALS IN EACH TANK WAS UNUSABLE. THERE WAS ONLY A TRACE IN THE LEFT TANK AND APPROX 7 GALS IN THE RIGHT.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,240 hours in all; 131 in this make and model; 3 in the last 90 days; 1,065 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 716 hours
- Last inspection: annual inspection, February 20, 1982; 122 hours since
- Maximum gross weight: 2,300 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-36OA (piston); 0 hours total
The flight
- Destination: L6F Rialto CA
- Flight plan: none
- Runway 21, 3,750 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 12 knots, gusting 18
- Visibility: 12 statute miles
- Sky: scat at 5,000 ft
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 11:55 pm from VCV, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.