Cessna 337 accident near Urbana, Ohio, August 27, 1991
On August 27, 1991 at about 6:10 pm local time, a Cessna 337, registered N6304F, was substantially damaged in an accident near Urbana, Ohio (Grimes Field). 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 PROCEDURES AND DIRECTIVES WHICH RESULTED IN THE FAILURE OF THE PILOT TO RECOGNIZE THE STOPPAGE OF THE REAR ENGINE PRIOR TO TAKE OFF. ADDITIONALLY THE LACK OF TOTAL ENGINE POWER RESULTED IN THE INABILITY OF THE PILOT TO MAINTAIN THE PROPER CLIMB SPEED, AND RESULTED IN A SUBSEQUENT FORCED LANDING IN WATER. FACTORS RELATED TO THE ACCIDENT WERE THE PILOT'S FAILURE TO COMPLY WITH THE MANUFACTURER'S SERVICE LETTER PERTAINING TO THE OPERATIONAL PROCEDURES TO PREVENT A REAR ENGINE POWER LOSS, AND THE PILOT'S TOTAL LACK OF FLYING EXPERIENCE IN THIS TYPE OF AIRPLANE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 27, 1991 · about 6:10 pm local time
- Place
- Urbana, Ohio · Grimes Field
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 337 · all 337s on the register
- Registration
- N6304F · no longer on the register · serial 0304
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT'S PREFLIGHT CONSISTED OF CHECKING THE FUEL TANKS WITH A STICK, AND FINDING ABOUT 2 INCHES OF FUEL IN THE RIGHT MAIN FUEL TANK. THE AIRPLANE HAD JUST COME OUT OF MAINTENANCE BECAUSE OF INOPERATIVE FUEL GAUGES. THE PILOT WAS RETURNING TO HIS HOME AIRPORT, LANDED AND INTENDED TO TAKEOFF AGAIN. BECAUSE OF WINDS HE HAD TO TAXI TO A DIFFERENT RUNWAY. JUST AFTER TAKEOFF AND AT A LOW ALTITUDE THE PILOT REALIZED THE REAR ENGINE HAD FAILED. THE AIRPLANE STARTED TO STALL, HOWEVER THE PILOT SAID THERE WAS NOT ENOUGH RUNWAY REMAINING TO ABORT THE TAKE OFF. HE ELECTED TO MAKE A FORCED LANDING AND CAME TO REST IN A POND. THE FUEL SELECTOR FOR THE REAR ENGINE WAS FOUND ON THE RIGHT MAIN TANK. A CESSNA SERVICE LETTER AND AD HAD BEEN ISSUED FOR THIS TYPE AIRPLANE CALLING FOR AN OPERATIONAL PROCEDURE; TO LEAD WITH THE REAR ENGINE WHILE TAXIING, AND DURING TAKE OFF, IN ORDER TO MORE CLEARLY RECOGNIZE A REAR ENGINE FAILURE. THE PILOT'S STATEMENT DID NOT INDICATE THAT HE HAD COMPLIED WITH EITHER THE SERVICE LETTER OR THE AD.
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: 4,000 hours in all; 21 in the last 90 days; 2 in the last 30 days; 4,000 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: inspection type not recorded, January 2, 2000
- Maximum gross weight: 4,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-360-C (piston); 0 hours total
The flight
- Departed from: VFY London OH
- Flight plan: none
- Runway 23, 3,500 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: at 5 knots
- Visibility: 10 statute miles
- Sky: not recorded; not recorded
- Temperature: 81°F (27°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.