HISTORY OF FLIGHTOn May 30, 2022, about 0840 Pacific daylight time, a Maule MX-7-180C airplane, N1043B, was destroyed when it was involved in an accident near Willits, California. The pilot was fatally injured and the passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The passenger stated that they departed Sonoma, California, about 0730 and flew directly to the destination, a private dirt airstrip. After an uneventful flight, while approaching the runway from the southwest, the pilot informed her that he may need to perform a go-around. While landing to the east, the airplane contacted the runway hard and bounced about midfield and the pilot immediately added power to abort the landing. The airplane lifted off the ground near the end of the runway and transitioned into a climb. As the airplane crested a group of 60 to 100-ft-tall trees on either side of them, the passenger observed the pilot curse while pulling or rotating a knob on the instrument panel, which she identified as the throttle control. The airplane then abruptly turned left and descended in a nose-down attitude. The passenger thought that the airplane may have leveled out, possibly in a left-wing-low attitude, before impact. The airplane was subsequently consumed by a postcrash fire.Photograph 1: Accident site PERSONNEL INFORMATIONThe pilot held a commercial pilot certificate with a rating for rotorcraft-helicopter and private privileges for airplane single-engine land. The pilot received his airplane single-engine land rating on May 13, 2022. His logbook was not recovered. WRECKAGE AND IMPACT INFORMATIONThe airplane came to rest at the base of a tree about 1,000 ft northeast of the runway. The airplane was mostly consumed by postrcrash fire with the exception of the right wing, which remained attached to the fuselage frame. Both propeller blades were attached to the propeller hub, which had separated from the engine at the crankshaft. The empennage frame was intact, but the vertical stabilizer, rudder, and elevator fabric were consumed by postcrash fire. Postaccident examination of the airframe and engine revealed no evidence of preimpact mechanical failures or malfunctions that would have precluded normal operation. The flap handle position was consistent with a full flap extension (48°). According to the passenger, the pilot “filled the tanks to the top” before they departed on the accident flight. ADDITIONAL INFORMATIONStall Characteristics According to the airplane flight manual (AFM), the airplane was equipped with a red light that illuminates to indicate a stall, which occurs 5 to 10 mph above stall speed. The manual further stated that stalls are preceded by a mild buffet, which can be felt through the rudder pedals. The AFM stated that the airplane may lose as much as 300 ft of altitude during stall recovery. The passenger reported that she did not hear an aural alarm or observe any annunciator warnings, nor did she feel any buffeting during the accident flight. A representative of the airplane manufacturer reported that a flap deployment of 48° is meant to produce drag over lift for approaching runways during a steep approach. He added that the accident airplane make and model, “would struggle to climb with the flaps” in this position. Takeoff and Climb The “Normal Procedures” section of the AFM stated that there were five flap positions: -7°, 0°, 24°, 40° and 48°. The AFM recommended that only notch 1 or 2 (0° or 24°) be used for takeoff and climb. Performance Aircraft performance computations could not be completed as the AFM did not contain any performance charts nor was it required to as the airplane was certified under CAR 3. Flaps The airplane was equipped with plain flaps. According to the FAA Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25B), “The plain flap is the simplest of the four types [of flaps]. It increases the airfoil camber, resulting in a significant increase in the coefficient of lift at a given AOA. At the same time, it greatly increases drag and moves the center of pressure aft of the airfoil…” MEDICAL AND PATHOLOGICAL INFORMATIONAn NTSB medical review revealed that the pilot’s antemortem hospital blood was positive for midazolam, a short-acting sedative-amnestic typically administered intravenously for surgical procedures. Toxicology testing of his hospital urine detected the pain medications hydromorphone, fentanyl, and its metabolite norfentanyl; these substances were not detected in his blood. The generally non-impairing medications albuterol and famotidine were detected in his urine. The passenger reported that she did not observe any unusual behavior from the pilot prior to the accident.