Puerto Rico

The airplane crashed on approach 3/4 mile southwest of the airport. A witness heard sound he associated with props going into reverse, then observed airplane emerge from clouds in a nose-low attitude. CVR tape revealed sound of an abrupt change in frequency and amplitude 10 seconds prior to impact. Exam of the left engine beta indicator lamp revealed heavy oxide deposit and stretched coils indicative of the lamp being illuminated at impact; right engine beta lamp was destroyed. Power levers and (beta mode) trigger locks operated normally; trigger return springs intact. Flight idle stops showed no evidence of excessive wear or deformation. The power lever (beta) blocking device lockout solenoid was tested electrically and functioned normally. The rigging of the beta lockout device could not be checked due to impact damage. The operator conducted a funct test of the electrical or backup beta blocking devices on the remaining 8 Casa 212 airplanes; 3 were found to be inoperative. Neither the manufacturing nor operator had an inspection or funct test requirement for the blocking devices. All five occupants were killed.

The pilot, sole on board, was transferring the aircraft from a parking space to another one at Aguadilla Airport. While on a taxiway, the aircraft suffered hydraulic problems. The pilot lost control of the airplane that collided with a parked Lockheed L-1049H Super Constellation operated by Aerolineas Mundo (AMSA) and registered HI-542CT. The C-54 continued and eventually came to rest in a ditch. The pilot was uninjured while both aircraft were damaged beyond repair.

The airplane sustained a partial loss of engine power on the left engine on takeoff climb due to the failure of the n°8 engine assembly cylinder. The airplane was observed by witnesses at 400 feet agl in a 20° left bank while maneuvering to return to the departure airport. The angle of bank increased to 60° with a noticeable decrease in airspeed while the airplane descended below 300 feet agl. The left wing dropped 90° to the left and the nose pitched down vertically. The airplane appeared to regain elevator authority and leveled out before encountering a secondary stall. The airplane collided with the terrain and was destroyed by post crash fire. Both pilots were killed.

While in cruising altitude on a cargo flight from San Juan to Santo Domingo, the aircraft suffered a structural failure and crashed in the sea off Puerto Rico. The aircraft was totally destroyed and both pilots were killed.

The captain of the airplane elected to take off on a three engine ferry flight without authorization. During the three engine climb out with the n°3 propeller feathered, the n°2 engine caught fire and he could not extinguish the fire. He attempted to return and during the descent the n°1 engine failed. He then intentionally ditched the airplane in the ocean, and received fatal injuries. The airplane was not recovered from the ocean and no determination of cause could be ascertained.

The crew of an all cargo flight experienced a failure of the left engine while in the traffic pattern at their destination. They raised the landing gear but failed to feather the left propeller and failed to trim the aircraft. The resulting skid and increased drag made further flight impossible. The crew elected to ditch the aircraft in a lagoon about 2 miles southwest of the airport. The aircraft was not recovered from the lagoon and therefore it was not determined why the left engine lost power. Both pilots escaped with minor injuries.

As the aircraft was taxiing for takeoff, witnesses noted the left rear baggage door was unlocked and hanging down. A warning was relayed to the pilot via the tower, but by then the aircraft was airborne and the pilot had reported a control problem. During lift-off, the aircraft pitched up sharply and entered an immediate right bank of about 45°. As the gear retracted, the bank angle decreased to about 20°. The aircraft was reported to yaw slightly from side to side and circle to the right while climbing to about 1,000 feet. A witness (in radio contact) asked the pilot about the problem; the pilot replied the controls (ctls) were locked to one side. On advice of others, the pilot tried to control the aircraft with engine power adjustments, but the aircraft lost altitude to about 200 feet agl. Subsequently, while maneuvering, it struck a tree, then hit a utility pole and crashed. During impact the lower fuselage, which housed the flight control linkages, was badly damaged. No preimpact mechanical problem was verified concerning the flight controls, autopilot or trim. A pilot, who had previously flown the aircraft with the baggage door open, said he experienced no adverse control problems. The pilot, sole on board, was killed.

On May 8, 1987, flight 5452, a commuter flight regularly scheduled to depart from San Juan, Puerto Rico, at 0615 local time, for a flight to Mayaguez, Puerto Rico, departed at 0620 with four passengers and two crewmembers. The captain was 15 minutes late when he arrived for the flight at 0600. The first officer arrived on time at 0545. The airplane, a CASA C-212~CC, was operated by Executive Air Charter, Inc., doing business as American Eagle. The flight was on a visual flight rules flight plan, and communications with the flight en route were reported to have been routine. The first officer handled the initial radio communications, and the captain made subsequent radio communications. While in the vicinity of Mayaguez, the captain cancelled the flight plan and proceeded to make a visual approach to runway 9. The captain did not make the customary in-range call to the operations agent at Mayaguez to report the flight’s arrival estimate and fuel requirements. Witnesses who observed the airplane on its downwind leg reported that it appeared normal. One witness said the airplane seemed too fast on the approach and appeared to overshoot the extended centerline on the baseleg turn to final. Another said the airplane “turned tighter” and did not extend the downwind leg as normal. He said as the airplane came toward him, the nose rose up quickly and then the airplane rolled to the right and nosed over. A third witness said the airplane made a violent turn, and he thought the engine noise was louder than normal. A fourth confirmed that the airplane made a shortened downwind leg, making a continuous left turn and sinking fast. He said that it turned rapidly to the right and nosed down and struck the ground. He then saw it pivot around and slide backwards. He stated that fire began when the right wing and engine separated from the airplane. A fifth witness, a company baggage handler, said he heard an explosion and saw flames come out of the right engine before it turned twice and struck the ground. A crop duster pilot reported that everything appeared normal until the airplane was about 1,000 feet from the runway and about 100 feet above the ground. He said at that point, he heard a sound similar to that of a turbo propeller airplane going into reverse pitch to slow down after landing. He said the airplane then yawed to the right, followed by a roll to the left, as if the pilot had attempted to counteract the yaw. The airplane then rolled back to the right and the right wing tip struck the ground. A fire erupted immediately, the airplane turned about 1800, and it came to rest upright. The four passengers on board reported that the flight was routine until the approach into Mayaguez. One passenger seated in 3A noticed that the noise from the engines was lower than usual and that it was not the normal engine sound. He thought afterward that perhaps an engine had stopped and that the noise was different on the right. He said the airplane was not shaking or vibrating. A second passenger seated in 4C reported that the airplane lost altitude abruptly and that it fell rapidly as it banked to the left on the approach. He said he heard strange sounds from the left side and that it was an engine or scraping noise. He stated that he saw a 1 l/2- to 2-foot long flame come from the left engine, but that it did not appear to be spreading. He reported that the airplane jerked before it hit the ground. The third passenger, seated in 6A, reported that she heard an unusual metallic sound similar to a landing gear retracting or extending immediately before the crash. The fourth passenger in seat 78 was asleep and did not awaken until the crash. He said that he thought the airplane made a hard or gear-up landing.

Witnesses stated that the aircraft used most of the runway to takeoff, reached an approximately altitude of 60 feet, then pulled up to clear an embankment. However, the aircraft struck a tall palm tree and crashed between 2 roads, near an intersection, where the roads merged. The cargo was removed from the acft and weighed. Computations showed that the maximum allowable gross weight of the acft was exceeded by approximately 1,928 lbs. No preimpact part failure or malfunction was evident. The passenger was injured and the pilot was killed.

Shortly after takeoff, the aircraft's climb performance began to deteriorate and the right engine started to overheat. Subsequently, the right engine was feathered and the crew attempted to return to the airport. The radio transmitter became unintelligible, so the tower personnel cleared the aircraft to land on runway 10 and asked the crew to key their mike twice, if they understood. The mike waskeyed twice. The aircraft entered a right downwind for runway 10 at a very low altitude. According to witnesses, the aircraft went into a steep bank as it was turning onto a base leg over water, the right wing tip hit the water and the aircraft cartwheeled and crashed. The copilot reported that after feathering the right engine, the vmc of 84 kts was maintained; however, he believed the aircraft stalled just prior to impact. A teardown of the right engine revealed the edge of the #8 piston and its piston rings had failed. Metal filings were found in the oil and the oil pump was scored. There was evidence of oil starvation to the crankshaft journal, as well as piston slap associated with the ring failure.