Maule MX-7-235 accident near Greenville, Florida, September 3, 2004
On September 3, 2004 at about 3:45 pm local time, a Maule MX-7-235, registered N660HB, was substantially damaged in an accident near Greenville, Florida. 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 pilot's inadequate in-flight planning/decision which resulted in fuel exhaustion. The pilot's inadequate preflight planning/preparation to ensure an adequate fuel supply is a contributing factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 3, 2004 · about 3:45 pm local time
- Place
- Greenville, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule MX-7-235 · all MX-7-235s on the register
- Registration
- N660HB · registry record · serial 10065C
- 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 the purpose of the flight was to reposition the airplane due to Hurricane Francis. He visually checked the fuel tanks before the flight departed and noted the level in both was within 3 inches from the top. The flight departed, and initially climbed to 1,000 feet mean sea level (msl), then later climbed to 1,500 feet msl. When the flight was near Monticello, Florida, the engine sputtered and he maneuvered the airplane towards a nearby lake. He turned base and final for landing on the lake and with 40 degrees of flaps selected, the airplane cleared tall trees near the lake. After clearing the trees he pushed the yoke forward to descend, which caused the airplane to accelerate. He landed on the water but ran out of room and the left wing collided with a submerged cypress tree. He later stated the loss of engine power was due to fuel exhaustion. According to a mechanic who helped recover the airplane, both fuel tanks were drained and a total of approximately 1.5 gallons of fuel were recovered. The mechanic further reported that the total unusable fuel capacity for each fuel tank is 1.5 gallons.
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; single-engine sea; instrument: airplane
- Flight time: 369 hours in all; 19 in this make and model; 12 in the last 90 days; 12 in the last 30 days; 307 as pilot in command
- Last flight review: November 25, 2003
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 747.9 hours
- Last inspection: annual inspection, August 6, 2004
- Maximum gross weight: 2,750 lb
- Seats: 5
- Landing gear: fixed
- Engine: Lycoming IO-540-W1A5 (piston); 0 hours total
The flight
- Departed from: 3FD9 Altamonte Spgs FL at 2:30 pm
- Destination: KMUL Moultrie GA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 070° at 9 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,200 ft
- Temperature: 82°F (28°C), dew point 72°F (22°C)
- Altimeter: 30.05 inHg
- Observation at 3:53 pm from KTLH
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.