Maule M-7-235A accident near Friday Harbor, Washington, October 31, 2025
On October 31, 2025 at about 7:27 pm local time, a 1993 Maule M-7-235A, registered N9234N, was substantially damaged in an accident during landing near Friday Harbor, 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).
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The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 31, 2025 · about 7:27 pm local time
- Place
- Friday Harbor, Washington · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Maule M-7-235A, built 1993 · all M-7-235As on the register
- Registration
- N9234N · registry record · serial 4119C
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On October 31, 2025, at about 1227 Pacific daylight time, a Maule M-7-235A, N9234N, was substantially damaged when it was involved in an accident at Friday Harbor Airport (FHR), Friday Harbor, Washington. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that, as he approached runway 16, he observed there was a gusting crosswind from the left. The pilot compensated for the crosswind by landing on the left main tire first, followed by the right main tire. Immediately after the right main tire contacted the runway surface, the right main landing gear failed, and the airplane ground looped to the left. As a result, the airplane sustained substantial damage to the wings and fuselage. Examination of the right main landing gear revealed a fracture at a weld inboard of the wheel axle. The right main landing gear was retained for further examination.
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
- Landing gear collapse during landing defining event
The aircraft
- Seats: 4
- Landing gear: fixed
The flight
- Departed from: 7WA5 Stuart Island WA at 7:18 pm
Weather at the time
- Light: daylight
- Wind: from 150° at 14 knots, gusting 26
- Visibility: 10 statute miles
- Sky: overcast at 10,000 ft; scat at 8,000 ft
- Temperature: 54°F (12°C), dew point 45°F (7°C)
- Altimeter: 29.87 inHg
- Observation at 12:53 pm from KFHR
Weather report (METAR): METAR KFHR 311953Z AUTO 15014G26KT 10SM SCT080 OVC100 12/07 A2987 RMK AO2 PK WND 13031/1910 SLP116 T01220067=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 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 WPR26LA035.