Cessna T337 accident near Longview, Texas, March 9, 2019
On March 9, 2019 at about 4:47 pm local time, a 1968 Cessna T337, registered N922EJ, was destroyed in an accident during enroute near Longview, Texas. It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The noninstrument-rated pilot's improper decision to continue flight into convective weather conditions, which resulted in the airplane exceeding its maximum maneuvering speed and the subsequent in-flight breakup. Contributing to the accident was the pilot's inadequate preflight weather planning and his inadequate inflight weather avoidance of that weather.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 9, 2019 · about 4:47 pm local time
- Place
- Longview, Texas · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna T337 C, built 1968 · all T337s on the register
- Registration
- N922EJ · no longer on the register · serial 337-0944
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The non-instrument-rated private pilot and three passengers departed on a cross-country flight in a multi-engine airplane, even though the pilot did not hold multiengine rating. At the time of departure, the weather was reported to be clear. However, a line of thunderstorms and high winds were along the flight route. Radar data showed that the airplane initially flew eastward and that, after entering an area of convective weather, it turned westward, likely to avoid the area of weather. The airplane then flew northeast before resuming eastward flight and entering another area of weather. The airplane then entered a series of descending spiral turns until impact. About 10 hours after the accident, a witness noted wreckage near a roadway, and the airplane was located shortly thereafter. No preimpact anomalies were found with the airframe or engines that would have precluded normal operation of the airplane. All separations were consistent with overload. Parts of the right wing were located between 1 and 3 nautical miles from the main wreckage, indicating that an in-flight breakup of the airplane had occurred. Radar data showed that the airplane was flying at a groundspeed of between 160 and 190 kts before it entered the spiral shaped flight track. According to the manufacturer, the airplane's maximum maneuvering speed was about 135 kts. Thus, the in-flight breakup occurred because the airplane was operating above its maximum maneuvering speed, which exceeded the design load factor of the airplane. Various aviation weather products indicated that the airplane entered areas of significant convective weather twice. Once the airplane entered the clouds and precipitation associated with thunderstorms, the airplane was also in areas that were favorable for icing conditions. No evidence indicated that the pilot received a weather briefing on the day before or the day of the accident. If he had received a weather briefing, he could have been aware of the severe thunderstorms predicted for the flight route. Toxicology testing showed the pilot had taken a beta blocker used in the treatment of hypertension and certain arrhythmias.
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
- Windshear or thunderstorm during enroute defining event
- Aircraft structural failure during enroute
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Capability exceeded
- cause Aircraft › Aircraft structures › Wing structure › (general) › Capability exceeded
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- factor Personnel issues › Task performance › Planning/preparation › Weather planning › Pilot
- Personnel issues › Experience/knowledge › Experience/qualifications › Qualification/certification › Pilot
- cause Environmental issues › Conditions/weather/phenomena › Convective weather › Thunderstorm › Contributed to outcome
- factor Environmental issues › Conditions/weather/phenomena › Convective weather › Thunderstorm › Effect on operation
- factor Environmental issues › Conditions/weather/phenomena › Convective weather › Thunderstorm › Response/compensation
- factor Environmental issues › Conditions/weather/phenomena › Convective weather › Thunderstorm › Decision related to condition
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 1,200 hours in all
- Medical certificate: Class 3 (with waivers/limitations)
- Injury: fatal
The aircraft
- Maximum gross weight: 4,500 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Continental TSIO-360 (piston); 0 hours total
- Engine 2: Continental TSIO-360 (piston); 0 hours total
The flight
- Departed from: LNC Lancaster TX at 3:30 pm
- Destination: NEW New Orleans LA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 220° at 18 knots, gusting 28
- Visibility: 10 statute miles
- Sky: broken clouds at 3,200 ft; scat at 2,600 ft
- Temperature: 73°F (23°C), dew point 66°F (19°C)
- Altimeter: 29.71 inHg
- Observation at 4:25 pm from KGGG, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 3 |
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.
Other NTSB records under N922EJ the same tail number, which may have belonged to a different aircraft at the time
1997-03-09ANC97LA033 · accident near Fairbanks, AK · substantial damage · no injuries
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.