Cessna 337G accident near High Springs, Florida, May 27, 2010
On May 27, 2010 at about 10:43 pm local time, a Cessna 337G, registered N72268, was substantially damaged in an accident during enroute (cruise) near High Springs, Florida. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to follow the published engine-out procedures after a total loss of power in the rear engine. Contributing to the accident was the inadequate maintenance and inspection of the engine by the pilot and maintenance personnel.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 27, 2010 · about 10:43 pm local time
- Place
- High Springs, Florida · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 337G · all 337Gs on the register
- Registration
- N72268 · no longer on the register · serial 33701550
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During cruise flight, the rear engine on the twin engine airplane incurred a total loss of power, and the pilot executed a forced landing to a field. During the landing, the airplane struck several trees, separating the left wing from the fuselage. Postaccident examination of the airplane revealed that the front propeller was bent and the rear engine's propeller was feathered. Oil spatter was visible on the underside of the horizontal stabilizer and elevator. Examination of the rear engine revealed that the end of a connecting rod was protruding from a hole in the top of the engine case. Further examination revealed numerous problems indicative of excessive wear, improper maintenance, and inadequate inspection. Maintenance records for the airplane and engines were incomplete, and the only entries were for the yearly annual inspections. No entries regarding repairs, alterations, part replacements, oil changes, or preventive maintenance were listed. According to the engine manufacturer, the engine should have been overhauled at 1,500 hours. Total time in service for the failed rear engine however was 2,404.3 hours. When asked about the airplane manufacturer's procedures for a loss of power, the pilot was unable to articulate them, and when asked about his subsequent actions, the pilot advised that he had not feathered the propellers (the rear propeller may have feathered when oil pressure was lost). According to the manufacturer, the ENGINE-OUT DURING FLIGHT checklist should have been used to determine the inoperative engine and secure it. Operational data in the owner's manual indicated that, if the airplane was configured using the checklist, it would have had sufficient residual performance to continue flight.
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
- Loss of engine power (total) during enroute (cruise) defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- factor Aircraft › Aircraft power plant › (general) › (general) › Incorrect service/maintenance
- factor Aircraft › Aircraft power plant › (general) › (general) › Inadequate inspection
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
- factor Personnel issues › Task performance › Maintenance › (general) › Pilot
- factor Personnel issues › Task performance › Maintenance › (general) › Maintenance personnel
- factor Personnel issues › Task performance › Inspection › (general) › Pilot
- factor Personnel issues › Task performance › Inspection › (general) › Maintenance personnel
- cause Aircraft › Aircraft propeller/rotor › Propeller system › Propeller feather/reversing › Not used/operated
- Aircraft › Aircraft power plant › (general) › (general) › Fatigue/wear/corrosion
- Aircraft › Aircraft power plant › (general) › (general) › Damaged/degraded
- Aircraft › Aircraft power plant › Power plant › (general) › Failure
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,000 hours in all; 2,500 in this make and model; 200 in the last 90 days; 50 in the last 30 days; 7,000 as pilot in command
- Last flight review: August 31, 2009
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,130 hours
- Last inspection: annual inspection, February 26, 2010
- Maximum gross weight: 4,700 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Continental IO-360-KCG (piston); 0 hours total
- Engine 2: Continental IO-360-G (piston); 0 hours total
The flight
- Departed from: VLD Valdosta GA at 10:04 pm
- Destination: FA49 Ocala FL
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 330° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 61°F (16°C)
- Altimeter: 29.76 inHg
- Observation at 10:53 pm from GNV, 19 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.