Cessna P337H accident near La Porte, Texas, February 3, 1983
On February 3, 1983 at about 10:40 pm local time, a Cessna P337H, registered N4BX, was substantially damaged in an accident near La Porte, Texas (La Porte airport). It was an executive or corporate 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 3, 1983 · about 10:40 pm local time
- Place
- La Porte, Texas · La Porte · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna P337H · all P337Hs on the register
- Registration
- N4BX · no longer on the register · serial P3370307
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
SHORTLY AFTER LIFT-OFF, THE ACFT STARTED ITS INITIAL CLIMB, THEN ENTERED A SLOW DESCENT. THE FLIGHT WAS CONTINUED UNTIL THE ACFT COLLIDED WITH A TV CABLE, SUSPENDED BELOW TELEPHONE CABLES ON THE SAME POLES. THE ACFT CONTACTED THE GROUND, BOUNCED & BECAME AIRBORNE 2 TIMES, THEN CONTINUED ON THE GROUND. THE PLANE CROSSED A ROAD, HIT A ROAD SIGN, RAN THROUGH A FENCE, HIT A DETACHED GARAGE, THEN FLIPPED INVERTED & STOPPED. THE PLT STATED THAT THE REAR ENGINE LOST EITHER PARTIAL OR ALL POWER. A MECHANIC REPORTED SEEING THE ACFT TAXI WITH THE AFT ENGINE NOT OPERATING. REPORTEDLY, HE WAS UNABLE TO STOP THE PLT TO TELL HIM. NO ROTATIONAL DAMAGE WAS NOTED ON THE AFT PROPELLER. DURING AN OPERATIONAL EXAM OF THE POWER PLANTS, THE AFT ENGINE CHECKED NORMAL, BUT THE FRONT ENGINE WOULD DEVELOP ONLY APRX 200 HP INSTEAD OF THE 225 RATED TAKEOFF HP DUE TO A FAULTY ENGINE TURBO CONTROLLER. THE PLT TOLD A POLICE OFFICER THAT HE HAD A COUPLE OF DRINKS & WAS ARRESTED FOR INTOXICATION WHEN HE REFUSED A BREATHALIZER TEST.
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
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 16,698 hours in all; 260 in this make and model; 112 in the last 90 days; 16,232 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 660 hours
- Last inspection: 100-hour inspection; 122 hours since
- Maximum gross weight: 4,630 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-360-C (piston); 0 hours total
The flight
- Destination: T39 Huntsville TX
- Flight plan: none
- Runway 4, 3,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 045° at 5 knots
- Visibility: 5 statute miles
- Sky: scat
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.