Maule M-7-235C accident near Graham, Washington, March 13, 2005
On March 13, 2005 at about 1:30 am local time, a Maule M-7-235C, registered N5509M, was substantially damaged in an accident near Graham, Washington. 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
The failure of the right main gear due to separation of the attachment hardware.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 13, 2005 · about 1:30 am local time
- Place
- Graham, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule M-7-235C · all M-7-235Cs on the register
- Registration
- N5509M · registry record · serial 25074C
- 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 airplane developed engine problems during the cross-country flight and he elected to make a precautionary landing to a private airstrip. He reported that the landing touchdown was normal, but during the rollout he heard a "loud pop sound from under the seat" 4-5 seconds before the right main gear collapsed. Post accident examination of the airplane’s landing gear, by representatives from the Federal Aviation Administration (FAA) and the operator, revealed that the center gear attach bolt and corresponding locking nut for the right main landing gear leg was missing. The bolt was later recovered, however, the locking nut was not found. The bolt was intact and nominal wear was noted. There was no evidence of thread failure or significant mechanical damage. The operator reported that the absence of the nut and bolt allowed the landing gear leg to separate from its corresponding attach assembly. It was not determined why the missing nut separated from the bolt and landing gear assembly.
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: flight instructor, commercial pilot, private
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 12,367 hours in all; 900 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 12,307 as pilot in command; 10,000 on instruments
- Last flight review: March 1, 2004
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 794.2 hours
- Last inspection: annual inspection, October 1, 2004; 84.9 hours since
- Maximum gross weight: 2,500 lb
- Seats: 5
- Landing gear: fixed
- Engine: Lycoming IO-540 (piston); 0 hours total
The flight
- Departed from: 07S Deer Park WA
- Destination: Graham WA
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 0°F (-18°C)
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.