Cessna T337C accident near Bloomfield, Connecticut, March 11, 1982
On March 11, 1982 at about 4:45 pm local time, a Cessna T337C, registered N7721X, was destroyed in an accident near Bloomfield, Connecticut (Bradley Int'L Airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
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
- March 11, 1982 · about 4:45 pm local time
- Place
- Bloomfield, Connecticut · Bradley Int'L Airport
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna T337C · all T337Cs on the register
- Registration
- N7721X · no longer on the register · serial 337-0959
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AT 0630 & 0800 THE PLT RECEIVED WX BRIEFING FOR AN IFR FLT TO BRIDGEPORT, CT & WAS ADVISED OF FLT PRECAUTIONS FOR ICING, LOW CEILINGS & VISIBILITIES. THE FLT DEPARTED AT 0907. AT 1118 THE PLT DIVERTED TO WINDSOR LOCKS FOR LANDING AT BRADLEY INTL ARPT BECAUSE OF REPORTED WEATHER BELOW LANDING MINIMUMS AT HIS DESTINATION & ALTERNATE, WHITE PLAINS, NY. THE FLT WAS VECTORED FOR AN ILS RWY 06 APPROACH. AFTER PASSING THE OUTER MARKER INBOUND, BRADLEY TOWER RECEIVED A LOW ALTITUDE ALERT AT AN ALTITUDE OF 1900 FT FOR THE ACFT. THE CONTROLLER ADVISED THE PLT OF THE ALERT & RECEIVED AN UNINTELLIGIBLE REPLY, FOLLOWED BY "I'M FIGHTING." THE CONTROLLER OBSERVED THE ACFT TURN SLIGHTLY TO THE LEFT & THEN MAKEA CIRCLE TO THE RIGHT. GROUND WITNESSES OBSERVED THE ACFT MANEUVERING AT TREE-TOP LEVEL. THE ACFT CAME TO REST ORIENTED ON A 355 DEG MAGNETIC HEADING & LOCATED ON THE EXTENDED APPROXIMATE CENTERLINE OF 3.5 MI SOUTHWEST FROM THE APPROACH END OF RWY 06.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,924 hours in all; 1,635 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,203 hours
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 4,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-360A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: BHB Bar Harbor ME at 11:45 am
- Destination: BDL Bridgeport CT
- Flight plan: IFR
- Runway 6, 9,502 ft by 220 ft
Weather at the time
- Light: daylight
- Wind: from 130° at 2 knots
- Sky: overcast at 400 ft
- Temperature: 100°F (38°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 11:57 am from BDL, 3 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.