Central America

During the takeoff roll at Mexico City-Benito Juárez Airport, at Vr, the pilot-in-command initiated the rotation but the aircraft failed to respond. For unknown reasons, the crew wait few seconds and attempted a second rotation but the aircraft still failed to respond. The captain decided to abort the takeoff and started an emergency braking procedure, deploying the tail parachute. Approaching the end of the runway, the pilot made a left turn then the aircraft veered off runway, lost its undercarriage and came to rest 150 metres further, bursting into flames. All seven occupants escaped uninjured while the aircraft was damaged beyond repair.

The aircraft was completing a humanitarian flight from Playa Grande to Quetzaltenango on behalf of the Living Water Teaching Ministries owned by Jim and Marion Zirkle. On board were 16 passengers and two pilots, among them doctors and a load of medicines and first aid kits for the victims of hurricane Mitch. The approach was completed in poor weather conditions with heavy rain falls and thick fog when the aircraft struck the ground few km from the airport. Seven people were rescued while 11 others were killed, among them Jim Zirkle and his son.

Crashed in unknown circumstances in a swampy area located southeast of Indian Church. Occupant fate unknown.

During the initial takeoff roll, there was a fluctuation of Brake Mean Engine Pressure (BMEPa 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.

Two U.S. Customs Service airplanes collided in formation cruise flight while being evacuated from Borinquen, Puerto Rico, to Curacao, Dutch Antilles, due to an approaching hurricane. While in cruise flight at 6,500 ft. msl, N6305U maneuvered closer to the lead airplane, N6302W, to take some photographs. Several minutes later, N6305U's right side of the vertical stabilizer collided with the left side of the nose of N6302W. N6305U was ditched while on short final to an airstrip due to a lack of airplane controllability, while N6302W returned to Borinquen and landed without incident. Prior to departure, the crewmembers of both airplanes were directed to fly as a flight of two. Neither of the second-in-commands (SICs) of either airplane had any previous formation flying training, nor was it approved for the flight. Interviews with U.S. Customs personnel revealed that formation flight occurred, as did photographs taken from the SIC aboard N6305U during the accident flight. The U.S. Customs Service required two pilots to operate the airplane due to mission equipment installation.

About two minutes after takeoff from San José-Tobías Bolaños Airport, while climbing, the twin engine aircraft went out of control and crashed in the district of Rohrmoser, about 3 km southeast of the airport. Both occupants were killed.

On September 16, 1998, at 2253 central daylight time, a Boeing 737-524 transport airplane, N20643, operating as Continental Airlines flight 475, was substantially damaged following a loss of control during the landing roll at the Don Miguel Hidalgo International Airport near Guadalajara, Mexico. The 2 airline transport rated pilots, the 4 flight attendants, and the 102 passengers were not injured. The airplane was owned and operated by Continental Airlines of Houston, Texas, under Title 14 CFR Part 121. Night visual meteorological conditions prevailed for the scheduled international passenger-cargo flight for which an IFR flight plan was filed. The flight was dispatched from the George Bush International Airport near Houston, Texas, at 2056, for the two hour flight to Guadalajara, State of Jalisco, Mexico. The flight's scheduled arrival time was 2254. After executing a missed approach on their first ILS approach to runway 28, the flight was vectored for a second approach to runway 28. The second approach was reported by both pilots to be uneventful; however, after touchdown, the aircraft drifted to the left side of the runway. The left main landing gear exited the hard surface of the runway approximately 2,700 feet from the landing threshold and eventually all 3 landing gears exited the 197 foot wide asphalt runway. The first officer, who was flying the airplane, stated that he never felt any anti-skid cycling during the landing roll and did not feel any "radical braking" which was expected with the auto-brake in the number 3 setting. The airplane's nose landing gear collapsed resulting in structural damage to the avionics bay, the forward baggage compartment, the engine cowlings and pylons. Both engines incurred FOD. A total of 15 runway lights on the southern edge of runway 28 were found either sheared or knocked down. The tower operator reported that intermittent heavy rain showers accompanied with downdrafts and strong winds associated with a thunderstorm northeast of the airport prevailed throughout the area at the time of the accident. The two transport category airplanes that landed prior to Continental flight 475 reported windshear on final approach. The winds issued to Continental 475 by the tower while on short final were from 360 degrees at 20 knots, gusting to 40 knots. Prior to the arrival of Continental flight 475, an Aeromexico MD-82, drifted to the left side of the runway to the point where the left main gear exited the hard surface of the runway. The pilot of that flight stated that he used differential power to regain control and bring the aircraft back on the runway. The flight taxied to the gate without further incident.

The aircraft was completing a special flight to a remote area in the coast of Chiapas, carrying three crew members and a load of essential products. After landing along the motorway Tonolá - Tapachula, the right wing collided with an obstacle. The aircraft cartwheeled and came to rest. All three crew members escaped uninjured while the aircraft was damaged beyond repair. The accident occurred at km 147.

On August 23, 1998, at 1740 eastern daylight time a Cessna 402C, N2748J, impacted rising terrain following a go-around from runway 09, at the Melville Hall Airport, Dominica. The airplane was registered to Hartford Holding Corporation, Wilmington, Delaware, and operated by Air Anguilla, Incorporated, St Thomas, Virgin Islands as Cardinal Airlines Flight 947 Dominica. The airplane was operated under the provisions of Title 14 CFR Part 135, and visual flight rules. Visual meteorological conditions prevailed in heavy rain, and a VFR flight plan was filed. The commercial pilot and 10 passengers sustained fatal injuries and the airplane was destroyed. There was no fire. The airplane departed Princess Juliana Airport in St. Maarten, West Indies about 1600.

The twin engine aircraft departed Mexico City-Benito Juárez Airport on a liaison flight to Tuxtla Gutiérrez, carrying four people. While cruising at an altitude of 18,200 feet in good weather conditions on airway V22, the aircraft struck the slope of the Orizaba Peak. The wreckage was found at the altitude of 5,547 metres and all four occupants were killed. The aircraft had also the civil registration XC-UTQ.