Cessna T337G accident near Ormond Beach, Florida, August 23, 1993
On August 23, 1993 at about 6:50 pm local time, a Cessna T337G, registered N5CP, was destroyed in an accident near Ormond Beach, Florida (Ormond Beach Municipal airport). It was a ferry flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
WATER CONTAMINATION IN THE FUEL, WHICH RESULTED IN LOSS OF POWER IN THE FRONT ENGINE AS THE PILOT WAS ATTEMPTING FLIGHT WITH A KNOWN PROBLEM IN THE REAR ENGINE, AND FAILURE OF THE PILOT TO MAINTAIN ADEQUATE AIRSPEED, WHICH RESULTED IN AN INADVERTENT STALL. FACTORS RELATED TO THE ACCIDENT WERE: INADEQUATE MAINTENANCE/INSPECTION OF THE AIRPLANE, PARTIALLY BLOCKED FUEL NOZZLES IN THE REAR ENGINE, AND OPERATION OF THE AIRPLANE BY THE PILOT WITH A KNOWN DEFICIENCY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 23, 1993 · about 6:50 pm local time
- Place
- Ormond Beach, Florida · Ormond Beach Municipal · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T337G · all T337Gs on the register
- Registration
- N5CP · no longer on the register · serial P3370013
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT ARRIVED TO FLY THE AIRPLANE AFTER IT HAD BEEN PAINTED. BEFORE FLIGHT, HE WAS ADVISED THE REAR ENGINE WOULD ONLY DEVELOP 1500 RPM. HE SAID THAT HE WOULD TAKE OFF USING THE FRONT ENGINE & WOULD FEATHER THE REAR ENGINE, IF NECESSARY. SHORTLY AFTER TAKEOFF, AS THE AIRPLANE WAS CLIMBING, WITNESSES HEARD A LOUD NOISE FOLLOWED BY SILENCE. THE AIRPLANE WAS THEN OBSERVED TO BANK TO THE RIGHT & STALL. IT IMPACTED THE GROUND IN A NOSE & LEFT WING LOW ATTITUDE. AN EXAM OF THE AIRFRAME REVEALED NO EVIDENCE OF A PREIMPACT FLIGHT CONTROL FAILURE OR MALFUNCTION. DURING AN EXAM OF THE FRONT ENGINE, ABOUT 1/2 OUNCE OF WATER WAS FOUND IN THE FUEL LINE FROM THE ENGINE DRIVEN PUMP. SEVERAL COMPONENTS ON THE REAR ENGINE WERE REPLACED; IT WAS STARTED, BUT IT WOULD ONLY DEVELOP 1800 RPM. THE FUEL INJECTOR NOZZLES WITH LINES ATTACHED WERE REMOVED & FLOW TESTED; UNEQUAL FUEL FLOW WAS NOTED FROM THE NOZZLES. THE LAST ANNUAL INSPECTION WAS REPORTED TO HAVE BEEN IN APRIL 1983.
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: private
- Ratings: multi-engine land; single-engine land
- Flight time: 179 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 4,700 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental TSIO-360-C (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: OMN at 6:45 pm
- Destination: SFB Sanford FL
- Flight plan: none
- Runway 17, 3,701 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 6 statute miles
- Sky: overcast at 25,000 ft; scat at 2,900 ft
- Temperature: 84°F (29°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 6:53 pm from DAB, 8 miles away
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.