Maule M-7-235C accident near Moses Lake, Washington, June 20, 2003
On June 20, 2003 at about 2:40 pm local time, a Maule M-7-235C, registered CFCDM, was substantially damaged in an accident near Moses Lake, Washington (Grant County airport). 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 compensation for wind conditions during the landing roll. Factors include gusty crosswinds.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 20, 2003 · about 2:40 pm local time
- Place
- Moses Lake, Washington · Grant County · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule M-7-235C · all M-7-235Cs on the register
- Registration
- CFCDM · no longer on the register · serial 25037C
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
When the pilot first contacted the tower, they cleared him to land on runway 14 Left. Because the Automatic Terminal Information Service (ATIS) indicated the winds were coming from the southwest, he asked the tower what the current winds were. The tower controller told him the winds were from 240 degrees at approximately six knots, and then asked if he would like to land on runway 22. After the pilot answered affirmatively, he was cleared to land on runway 22. While he was on final, the pilot noticed there was a strong right quartering headwind. In an attempt to compensate for the wind conditions, the pilot elected to keep the right wing low during the landing flare, necessitating an initial touchdown on the right main gear. Although the touchdown in this manner was successful, during the landing roll, when the pilot lowered the left main gear to the runway, the right wing lifted into the air, and the left wing contacted the runway surface. The pilot said he believed the aircraft encountered a wind gust just as he lowered the left wheel to the runway surface, and he further stated that he did not feel there were any problems with the aircraft's flight controls or tailwheel steering systems.
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: private
- Ratings: single-engine land
- Flight time: 485 hours in all; 335 in this make and model; 21 in the last 90 days; 12 in the last 30 days; 440 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 453 hours
- Last inspection: annual inspection, April 30, 2003; 28 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540-W1A5 (piston); 0 hours total
The flight
- Departed from: CAU3 Oliver, B.C. at 1:40 pm
- Destination: KMWH Moses Lake WA
- Flight plan: VFR
- Runway 220, 10,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 5 knots, gusting 10
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
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.