Maule M-7-235B accident near Sarasota, Florida, January 20, 2002
On January 20, 2002 at about 6:45 pm local time, a Maule M-7-235B, registered N235AL, was substantially damaged in an accident near Sarasota, Florida (Sarasota/Bradenton Int'L airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The poor in-flight planning decision by the pilot-in-command for his failure to request the runway most aligned with the wind and his failure to maintain directional control during the landing roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 20, 2002 · about 6:45 pm local time
- Place
- Sarasota, Florida · Sarasota/Bradenton Int'L · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule M-7-235B · all M-7-235Bs on the register
- Registration
- N235AL · registry record · serial 23067C
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he flew the airplane and three passengers down to Key West, Florida, the day before; one of the passengers was the owner of the airplane, but is not a pilot. The flight departed to return and when southeast of the airport, the pilot cancelled the instrument clearance. He reported that the wind was from 200 degrees at 10 to 15 knots, and landings were being conducted on runways 14 and 22. The flight was vectored for a landing on runway 14, and landed first on the right main landing gear and tailwheel due to the crosswind from the right. During the landing roll with full right aileron and left rudder input applied, the airplane ground looped to the right. The pilot further reported that he did not ask to land on runway 22 and that the wind was turbulent due to "trees and a newly constructed noise barrier on the upwind side of that runway." He further stated that the situation could have been prevented if he had insisted on landing on runway 22 which was the favored runway based on the wind direction, and there was no mechanical failure or malfunction.
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; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,000 hours in all; 28 in this make and model; 109 in the last 90 days; 42 in the last 30 days; 3,752 as pilot in command; 2,312 on instruments
- Last flight review: September 23, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 150 hours
- Last inspection: annual inspection, January 7, 2002
- Maximum gross weight: 2,500 lb
- Seats: 5
- Landing gear: fixed
- Engine: Lycoming O-540-B4B5 (piston); 0 hours total
The flight
- Departed from: KEYW Key West FL at 6:00 pm
- Destination: KSRQ Sarasota FL
- Flight plan: IFR
- Runway 14, 7,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 68°F (20°C)
- Altimeter: 30.04 inHg
- Observation at 5:53 pm from KSRQ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.