Convair 240 accident near Loiza, Puerto Rico, September 24, 1998
On September 24, 1998 at about 5:19 pm local time, a Convair 240, registered N91237, was substantially damaged in an accident near Loiza, Puerto Rico (Luis Munoz Marin Intl airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of power in the No. 2 engine for undetermined reasons, and the inability of the pilot to establish a climb and/or maintain altitude. A factor was the incompletely feathered No. 2 propeller..
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 24, 1998 · about 5:19 pm local time
- Place
- Loiza, Puerto Rico · Luis Munoz Marin Intl
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Convair 240
- Registration
- N91237 · no longer on the register · serial 140
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
During the initial takeoff roll, there was a fluctuation of Brake Mean Engine Pressure (BMEP-a measurement of engine output) on #2 engine, and the pilot elected to abort the takeoff. The pilot completed two additional engine run-ups, and no abnormalities were noted. During the second attempted takeoff, and as the airplane climbed through 200 feet MSL, a loud bang or back fire from the #2 engine was heard. BMEP fluctuated and dropped showing about 150 BMEP difference with engine #1. The engine oil temperature started to rise rapidly, the engine oil pressure dropped and the airplane started to vibrate. The first officer reduced the #2 engine to 'dry' power, upon which a second bang or backfire was heard from the #2 engine. The #2 propeller was then feathered by the First Officer. Since altitude could not be maintained, the pilot ditched the airplane in the salt water lagoon. An FAA Inspector who examined the crash site noted that the right engine propeller was not fully feathered, and the wing flaps were extended about three degrees.. The airplane was recovered from the water 70 days after the accident. The flight crew completed the engine out emergency procedure in accordance with the prescribed checklist.
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: 7,772 hours in all; 1,409 in this make and model; 174 in the last 90 days; 72 in the last 30 days; 5,195 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 33,835 hours
- Last inspection: continuous airworthiness programme, September 11, 1998; 69 hours since
- Maximum gross weight: 41,790 lb
- Seats: 3
- Landing gear: retractable
- Engine: P&W R-2800 CA3 (piston); 0 hours total
- Operator: Trans Florida Airlines INC.
The flight
- Departed from: SJU San Juan PR at 5:15 pm
- Destination: MDST Santiago
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 040° at 14 knots, gusting 18
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 75°F (24°C)
- Altimeter: 29.00 inHg
- Observation at 5:01 pm from SJU, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 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.