Cessna 337 accident near Custer, South Dakota, June 5, 2010
On June 5, 2010 at about 4:21 pm local time, a Cessna 337, registered N2267X, was substantially damaged in an accident during initial climb near Custer, South Dakota (Custer County 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
A partial loss of engine power due to fuel starvation as a result of the pilot's inadequate fuel mismanagement.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 5, 2010 · about 4:21 pm local time
- Place
- Custer, South Dakota · Custer County Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 337 · all 337s on the register
- Registration
- N2267X · registry record · serial 337-0167
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The accident occurred during the first flight since an annual inspection was performed on the airplane. The pilot reported that the airplane was last fueled approximately 5 months before the accident flight, at which time the fuel tanks were topped-off. According to the pilot, after being refueled the airplane was flown about 30 minutes to the accident airport where the annual inspection was performed. The Inspector Authorization (IA) mechanic who performed the annual inspection stated that he ran the engines for about 30 minutes before the annual and about 40 minutes after the inspection was completed. The IA mechanic did not refuel the airplane after the annual inspection. The pilot told a Federal Aviation Administration (FAA) inspector that he did not visually check the fuel tank levels before the accident flight. The pilot stated that after takeoff he remained in the traffic pattern and performed a full stop landing. He then back-taxied on the runway before his next takeoff. After the second takeoff, during initial climb, the pilot noticed that the rear engine was losing power. He applied full power to the forward engine and was able to maintain sufficient altitude to clear a tree line, but the airplane was losing airspeed. He then performed an off-field landing approximately 4 miles from the departure airport. The airplane landed in a soft field, during which the landing gear collapsed and the fuselage, left wing, and left stabilizer were substantially damaged. The pilot stated that after the accident he visually inspected the right main fuel tank and found it empty. He indicated that he had been running the rear engine on the right main fuel tank during the accident flight. A postaccident inspection by a FAA inspector revealed the left main and left auxiliary fuel tanks contained 14 gallons and 17 gallons, respectively. The right main and right auxiliary fuel tanks contained 3 ounces and 3 gallons, respectively. The fuel selectors were all found turned off at the accident site. The rear engine was started and operated between an idle power setting and 1,500 rpm without anomalies. The engine responded to throttle inputs and both of its magnetos were operational during the test run.
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
- Preflight or dispatch event during prior to flight
- Fuel starvation during initial climb
- Loss of engine power (partial) during initial climb defining event
- Off-field or emergency landing during landing
- Landing gear collapse during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Inadequate inspection
- cause Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- Environmental issues › Physical environment › Terrain › Rough terrain › Contributed to outcome
- Environmental issues › Physical environment › Terrain › Wet/muddy › Contributed to outcome
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; rotorcraft: glider
- Flight time: 587 hours in all; 46 in this make and model; 456 as pilot in command
- Last flight review: June 4, 2009
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,811 hours
- Last inspection: annual inspection, June 3, 2010
- Maximum gross weight: 4,200 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Teledyne Continental Motors IO-360-D (piston); 0 hours total
- Engine 2: Teledyne Continental Motors IO-360-C (piston); 0 hours total
The flight
- Departed from: KCUT Custer SD at 4:00 pm
- Destination: KCUT Custer SD
- Flight plan: none
- Runway 26, 5,500 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 9,000 ft
- Temperature: 63°F (17°C), dew point 37°F (3°C)
- Altimeter: 30.02 inHg
- Observation at 4:53 pm from KCUT, 4 miles away
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.