Cessna 402B accident near San Juan, Puerto Rico, December 23, 1998
On December 23, 1998 at about 2:00 pm local time, a Cessna 402B, registered N8203Q, was substantially damaged in an accident near San Juan, Puerto Rico (Luiz Munoz Marin Int'L airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the pilot to maintain directional control of the aircraft. The reason for the reported engine surging is undetermined.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 23, 1998 · about 2:00 pm local time
- Place
- San Juan, Puerto Rico · Luiz Munoz Marin Int'L
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 402B · all 402Bs on the register
- Registration
- N8203Q · no longer on the register · serial 402B0383
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported both engines were surging during approach to land on runway 10 and the aircraft was oscillating about the vertical axis about 15-20 degrees. Using full right rudder he was able to maintain runway alignment and he lowered full wing flaps and reduced engine power to slow the aircraft. Passing over the end of the runway he reduced engine power further and the aircraft went to the left and crashed in the grass next to the runway. Post crash examination of the aircraft showed both propellers had damage consistent with powered rotation at the time of ground impact. Examination of the engines showed no evidence of failure or malfunction that would cause the surging reported by the pilot. No transmissions were received by the ATC tower from the pilot reporting malfunctions with the aircraft. The winds were from 080 degrees at 18 knots, gusting to 22 knots at the time of the accident.
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: 1,233 hours in all; 28 in this make and model; 244 in the last 90 days; 28 in the last 30 days; 1,136 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,443 hours
- Last inspection: annual inspection, October 3, 1998; 52 hours since
- Maximum gross weight: 6,300 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental TSIO-520-E (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: STX St. Croix at 1:30 pm
- Destination: SJU
- Flight plan: none
- Runway 10, 8,016 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 18 knots, gusting 22
- Visibility: 10 statute miles
- Sky: overcast at 3,400 ft; scat at 2,900 ft
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 2:06 pm from SJU, 1 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.