Convair 240-53 accident near San Juan, Puerto Rico, June 30, 1997
On June 30, 1997 at about 11:45 am local time, a Convair 240-53, registered N344MM, was substantially damaged in an accident near San Juan, Puerto Rico (Luiz Munoz Marin Intl airport). It was a flight of an unrecorded kind under large-aircraft private carriage rules (Part 125). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a loss of engine power for undetermined reasons, the pilot's improper emergency procedure after the powewr loss, and the overloading of the airplane, resulting in an inability to maintain altitude and terrain clearance.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 30, 1997 · about 11:45 am local time
- Place
- San Juan, Puerto Rico · Luiz Munoz Marin Intl
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Convair 240-53
- Registration
- N344MM · no longer on the register · serial 5326
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · large-aircraft private carriage rules (Part 125)
The NTSB's narrative final · quoted from the NTSB record
After departing from runway 08, the airplane climbed to 400 feet above ground level (agl) where the left engine lost power. After confirming a loss of power, the pilot feathered the left propeller, and called for maximum 'dry' thrust on the right engine. Wet power was available which would have provided 450 additional horsepower, however, the pilot elected not to use it. The airplane was unable to maintain altitude, collided with a palm tree, and came to rest on the beach in the surf line. The reason for the left engine malfunction was not determined due to salt water damage. The airplane was 600 pounds over maximum weight.
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, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 9,000 hours in all; 6,970 in this make and model; 157 in the last 90 days; 49 in the last 30 days; 8,500 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 24,793 hours
- Last inspection: continuous airworthiness programme, April 3, 1997; 96 hours since
- Maximum gross weight: 41,790 lb
- Seats: 3
- Landing gear: retractable
- Engine: P&W R2800 (piston); 0 hours total
The flight
- Departed from: SJU at 11:40 am
- Destination: SDO Santo Domingo OF
- Flight plan: IFR
- Runway 8, 10,002 ft by 200 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 75°F (24°C)
- Altimeter: 30.00 inHg
- Observation at 12:00 pm from SJU, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 2 |
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.
Other NTSB records under N344MM the same tail number, which may have belonged to a different aircraft at the time
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.