Cessna 337 accident near St. Augustine, Florida, September 24, 2019
On September 24, 2019 at about 2:02 pm local time, a 1973 Cessna 337, registered N108LS, was substantially damaged in an accident during takeoff near St. Augustine, Florida (Northeast Florida Regional airport). It was a flight test under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The failure of the pilot and examiner to recognize that the rear engine was not developing power, which resulted in an attempted partial-power takeoff and the airplane’s subsequent descent and impact with terrain.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 24, 2019 · about 2:02 pm local time
- Place
- St. Augustine, Florida · Northeast Florida Regional · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 337 G, built 1973 · all 337s on the register
- Registration
- N108LS · no longer on the register · serial 33701488
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was conducting a practical test with a designated pilot examiner to add a multi-engine rating to her pilot certificate. After performing airwork in the local area, they returned to the departure airport to conduct takeoffs and landings. The pilot initiated the takeoff and reported that the airplane accelerated to 85 mph, then rotated as normal. She then reported that the airplane “discontinued climbing”; shortly thereafter, the examiner took control of the airplane. The examiner stated that there was inadequate runway remaining on which to land; however, the airplane would not fly out of ground effect. He maneuvered to avoid obstructions and the airplane impacted terrain with a descent rate between 400 to 600 feet per minute. Postaccident examination of the front engine and its systems revealed no evidence of preimpact failure or malfunction. The rear propeller was found in the feathered position. Onboard engine monitor data for the accident flight revealed that, during the accident takeoff, the front engine was operating normally, while the rear engine was operating at a level below idle power. A successful postaccident test run of the rear engine revealed no evidence of malfunctions or anomalies that would have precluded normal operation. The airplane owner’s manual advised that, during takeoff, the pilot should apply rear engine power first, followed by front engine power, and monitor the engine instruments throughout the takeoff roll for signs of power loss. A placard on the instrument panel advised, “Do not initiate single engine take-off.” Although the reason that the rear engine was operating at such a low level during the accident takeoff could not be determined, both pilots should have recognized that the rear engine was not operating as expected during the takeoff roll and aborted the takeoff. 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
- Hard landing during landing (flare/touchdown)
- Miscellaneous/other during takeoff defining event
- Off-field or emergency landing during maneuvering
The NTSB's findings
- Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Pilot
- Personnel issues › Action/decision › Info processing/decision › Identification/recognition › Designated examiner
- Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Incorrect use/operation
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 668.7 hours in all; 140.7 in this make and model; 41 in the last 90 days; 668.7 as pilot in command
- Last flight review: September 23, 2019
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
Pilot (unmanned)
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,254 hours in all; 10 in this make and model; 7.9 in the last 90 days; 5.7 in the last 30 days; 4,474 as pilot in command; 920 on instruments
- Last flight review: January 16, 2018
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 3,842.8 hours
- Last inspection: annual inspection, July 12, 2019
- Maximum gross weight: 4,630 lb
- Seats: 4
- Landing gear: retractable
- Engine 1: Continental IO-360-G (piston); 4,684 hours total
- Engine 2: Continental IO-360-G (piston); 1,922 hours total
The flight
- Departed from: SGJ St. Augustine FL at 2:02 pm
- Destination: SGJ St. Augustine FL
- Flight plan: not recorded
- Runway 31, 7,997 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.96 inHg
- Observation at 1:56 pm from SGJ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 2 |
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 docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site 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 ERA19LA282.