Maule MX-7-180C accident near Bishop, California, October 7, 2012
On October 7, 2012 at about 7:53 pm local time, a Maule MX-7-180C, registered N9951, was substantially damaged in an accident during landing (landing roll) near Bishop, California (Eastern Sierra Regional Airpor airport). 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 pilot's inadequate compensation for the variable wind conditions and his failure to maintain directional control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 7, 2012 · about 7:53 pm local time
- Place
- Bishop, California · Eastern Sierra Regional Airpor · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule MX-7-180C · all MX-7-180Cs on the register
- Registration
- N9951 · registry record · serial 28027C
- 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 about 15 minutes before he arrived at the destination airport, he checked the airport automated surface observation system (ASOS), which reported variable wind at 3 knots. The radio communications on the airport common traffic advisory frequency indicated that runway 30 was in use; however, as the pilot entered the airport traffic pattern he noticed that pilots were also using runway 12. He elected to make a three-point landing on runway 30. As the airplane decelerated it began to veer right. The pilot tried unsuccessfully to correct the veer with left rudder and brake. The airplane went off the runway, and the left elevator and left aileron were substantially damaged. Although the wind was reported to be variable at 3 knots before the accident, a few minutes after the accident the ASOS reported wind from 160 degrees at 9 knots gusting to 14 knots. The pilot stated that there were no preaccident mechanical malfunctions or failures that would have precluded normal operation during the flight.
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
What happened, in order
- Loss of control on ground during landing (landing roll) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- cause Environmental issues › Conditions/weather/phenomena › Wind › Variable wind › Response/compensation
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,130 hours in all; 885 in this make and model
- Last flight review: December 15, 2011
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 909 hours
- Last inspection: annual inspection, September 12, 2012
- Maximum gross weight: 2,500 lb
- Seats: 5
- Landing gear: fixed
- Engine: Lycoming O-360-C1F (piston); 0 hours total
The flight
- Departed from: KE16 San Martin CA at 5:52 pm
- Destination: KBIH Bishop CA
- Flight plan: none
- Runway 30, 7,498 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 9 knots, gusting 14
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 25°F (-4°C)
- Altimeter: 29.96 inHg
- Observation at 12:56 pm from KBIH
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.