Cessna P337H accident near Kona, Hawaii, February 14, 2023
On February 14, 2023 at about 6:00 pm local time, a 1979 Cessna P337H, registered N5KR, was substantially damaged in an accident during takeoff near Kona, Hawaii (Ellison Onizuka Kona Internati airport). It was a business flight under charter and air-taxi rules (Part 135). 1 person had minor injuries; 4 others were unhurt. The weather was visual conditions (good weather).
Preview. This page is not yet listed for search engines.
The NTSB's probable cause their words, unchanged
The failure of the pilot to recognize that the rear engine was not operating during takeoff, which resulted in an attempted single-engine takeoff and the airplane’s subsequent descent and impact with terrain. Contributing to the accident was a loss of rear engine power for reasons that could not be determined.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 14, 2023 · about 6:00 pm local time
- Place
- Kona, Hawaii · Ellison Onizuka Kona Internati · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 4 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna P337H, built 1979 · all P337Hs on the register
- Registration
- N5KR · registry record · serial P3370335
- Damage
- Substantial damage
- Flight
- Business flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during the preflight inspection and engine run-up, he noted no anomalies with the airplane. Then, on departure, the airplane lost partial power. The pilot performed an emergency landing to the runway overrun area with the landing gear retracted, and the airplane sustained substantial damage to the fuselage. Postaccident examination of the engines revealed no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. During the examination the rear engine started normally, accelerated smoothly, and ran continuously without interruption. Review of recorded engine monitoring data revealed that the rear engine lost total engine power during the engine run-up. Although the reason for the rear engine’s total loss of power during the engine run-up could not be determined, the pilot should have recognized that the rear engine was not operating during the takeoff roll and aborted the takeoff. Placards on the instrument panel and the owner’s manual stated, “Do not initiate single engine take-off,” The continuation of the takeoff in this condition resulted in the airplane’s inability to climb and its subsequent descent and impact with terrain.
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
- Unknown or undetermined during takeoff defining event
The NTSB's findings
- Aircraft › Aircraft power plant › Power plant › (general) › Unknown/Not determined
- Personnel issues › Task performance › Use of equip/info › Use of available resources › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Powerplant parameters › Capability exceeded
- Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
- Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
- Personnel issues › Action/decision › Action › Incorrect action sequence › Pilot
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 4,116 hours in all; 122 in this make and model; 104 in the last 90 days; 36 in the last 30 days; 3,841 as pilot in command
- Last flight review: July 25, 2022
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
Passenger
- Seat: rgt
- Injury: no injuries
Passenger
- Seat: left
- Injury: no injuries
Passenger
- Seat: rgt
- Injury: no injuries
Passenger
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,118 hours
- Last inspection: 100-hour inspection, November 28, 2022; 28.2 hours since
- Maximum gross weight: 4,700 lb
- Seats: 5
- Landing gear: fixed
- Engine 1: Continental TSIO-360-CB3B (piston); 708 hours total
- Engine 2: Continental TSIO-360-CB4B (piston); 708 hours total
- Operator: Big Island Air, INC
The flight
- Runway 35, 11,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 57°F (14°C)
- Altimeter: 29.96 inHg
- Observation at 8:44 am from PHKO, 1 miles away
Weather report (METAR): PHKO 141844Z 36012KT 10SM CLR 26/14 A2996 RMK AO2 T02560144
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 | |||
| Passengers | 4 |
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 ANC23LA023.