Maule M7-235B accident near Sunriver, Oregon, June 22, 2019
On June 22, 2019 at about 5:40 pm local time, a 1996 Maule M7-235B, registered N118G, was substantially damaged in an accident during emergency descent near Sunriver, Oregon (Sunriver airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial loss of engine power due to the separation of baffling in both mufflers. Contributing to the accident was the pilot's failure to retract the landing gear on the float-equipped airplane before performing a forced landing to the river.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 22, 2019 · about 5:40 pm local time
- Place
- Sunriver, Oregon · Sunriver · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule M7-235B, built 1996 · all M7-235Bs on the register
- Registration
- N118G · registry record · serial 23025C
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and passenger departed on a local flight in the amphibious airplane from a paved runway. The passenger described the airplane's rate of climb after takeoff as "slow" and stated that it was apparent that the airplane would not clear the 50-ft-tall trees ahead. A witness described the airplane as "struggling to gain altitude" and noticed a "definite power loss." The pilot performed a forced landing to a river, where the airplane immediately nosed over and began filling with water. The landing gear was found in the extended position and the water rudders were retracted. The landing gear position indicators were operational and also indicated that the landing gear was extended. The position of the landing gear likely resulted in the airplane nosing over upon impact with the water. Examination of the engine revealed that the muffler baffles had broken at the weld point. The left muffler baffling moved freely inside of the muffler. The right muffler baffling was turned 180° and was obstructing the exhaust outlet. A test run of the engine with the mufflers installed was unsuccessful; however, upon removal of the mufflers, the engine performed with no anomalies. There is no requirement to check the inside of a muffler during annual or 100-hour inspections to ensure that the baffling is intact. It could not be determined as to how long these mufflers had been in this condition. It is likely that the airflow restriction of the separated baffling resulted in a partial loss of engine power and the airplane's subsequent inability to climb after takeoff.
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 engine power (partial) during initial climb
- Landing gear not configured during emergency descent defining event
- Nose over/nose down during landing
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine exhaust › (general) › Damaged/degraded
- factor Personnel issues › Action/decision › Action › Forgotten action/omission › Pilot
- Aircraft › Aircraft systems › Landing gear system › Wheel/ski/float › Incorrect use/operation
- Environmental issues › Physical environment › Terrain › Water › Contributed to outcome
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 7,080 hours in all; 73 in this make and model; 15 in the last 90 days; 10 in the last 30 days
- Last flight review: June 8, 2008
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
Pilot-Rated Passenger
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,600 hours in all; 155 in this make and model; 25 in the last 90 days
- Last flight review: March 15, 2019
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 953.7 hours
- Last inspection: annual inspection, December 7, 2018
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540-W1A5 (piston); 954 hours total
The flight
- Departed from: S21 Sunriver OR at 5:39 pm
- Destination: S21 Sunriver OR
- Flight plan: none
- Runway 18, 5,461 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 360° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 37°F (3°C)
- Altimeter: 30.12 inHg
- Observation at 2:35 am from KBDN, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | 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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number WPR19FA178.