All Puerto Rico

While en route to the first schedule stop, the pilot heard a radio transmission that weather conditions in the vicinity of his next destination were 'bad.' Upon arriving, the pilot attempted to telephone Flight Service for a weather briefing and to file a flight plan. After efforts to contact Flight Service failed, the pilot elected to takeoff without a filing a flight plan. A few minutes into the flight, the pilot decided to return to the departure airport after the flight encountered deteriorating weather conditions that included heavy turbulence, and low ceilings. The airplane collided with trees as the pilot maneuvered the airplane. The post-accident examination of the airplane failed to disclose a mechanical malfunction or a component failure. The pilot did not report a mechanical problem with the airplane. A review of the en route flight charts disclosed that the terrain elevation at the departure point was approximately 24 feet. The terrain elevation at the approximate location of the accident site was 2,500 feet.

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.

The crew was completing a local training flight at Aguadilla-Rafael Hernández Airport. Following several touch-and-go manoeuvres, the crew was approaching the airport when he inadvertently raised the landing gear prior to landing. The aircraft belly landed and came to rest. All three crew members escaped uninjured while the aircraft was damaged beyond repair.

On August 7, 1997, about 1248 Atlantic Standard Time, two Britten-Norman BN-2 airplanes, collided in flight, over the landing threshold of runway 08, at the Diego Jimenez Airport, Fajardo, Puerto Rico (PR). Both airplanes were conducting a visual approach at the uncontrolled airport. The pilot of N1202S, was executing a non-standard right traffic pattern approach to landing, while the pilot of N26JA was executing a standard left traffic pattern approach to landing. The airplanes collided over the approach threshold of runway 08, about 100 feet agl. Passengers on N26JA, stated that the other airplane was coming from the right much lower then their airplane and disappeared under them. The next time they saw the other airplane they were colliding into its tail section. Examination of both airplanes revealed no mechanical discrepancies.

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 pilot stated that during cruise flight, the flight crew noticed that the left engine had high temperature and that its oil pressure started to fluctuate. A precautionary engine shutdown was performed. A short time later, the right engine started to fail, and the airplane would not maintain altitude. The left engine was restarted, but the flight crew could not maintain altitude. A forced landing was made on a beach; however, the airplane came to rest in 5 feet of water in the Atlantic Ocean. Examination of the left engine revealed a failure of the front master rod bearing. Examination of the right engine revealed a failure of the aft master rod.

At 1136 AST, the twin engine airplane departed San Juan, PR, on a flight to St Vincent. About 1208 AST, the pilot contacted ATC and indicated that he would like to divert to St Thomas. He informed the controller that he had 'feathered' the left engine due to loss of the left engine cowling, but he did not declare an emergency. He requested wind information for St Thomas, then at about 1613 AST, he changed his destination to Roosevelt Roads, PR. At 1120 AST, the pilot reported that the airplane was losing about 300'/min, then about 1 minute later, he said he was going to attempt an engine restart, and that the airplane was getting close to the water. A short time later, he informed ATC that he was not going to make it to shore. The pilot acknowledged info that search and rescue personnel were responding, then there was not further contact with the airplane. The airplane was located about 6 miles east of Roosevelt Roads NAS, but the pilot was not found. Review of weight and balance info revealed the pilot did not follow written procedures, and that the airplane exceeded the maximum authorized gross weight for take off. Flight crews had been informed of a communique from the manufacturer that there was no need to shut down an engine and feather the propeller unless engine performance or a major vibration problem confirmed the need.

After takeoff from runway 09, a climbing left turn was made. At about 1,000 feet, the #2 (right) engine backfired, emitted flames, and lost power. The captain instructed the copilot to feather the #2 propeller, which the copilot initiated with the feathering button. When the captain requested gear and flap extension, the copilot released the feathering button which did not remain engaged, contrary to system design. The airplane had arrived on a left downwind abeam the landing area at 500 feet and 95 to 100 knots. The captain turned toward the runway, then he ordered the gear and flaps to be retracted and initiated a go-around by increasing the left throttle without increasing propeller speed. A right turn was then made, and the airplane eventually crashed about 3 miles from the runway. During a postaccident examination, the propellers were found unfeathered, and the right engine fuel selector was in the main tank position. The emergency procedure listed the best single engine speed as 85 knots. The procedure for engine fire/failure was to feather the propeller and to move the respective fuel selector to 'OFF.' Examination revealed the number 11 cylinder on the right engine was cracked. There was evidence of fire, adjacent to the cylinder on the cowling, which consisted of scorching, sooting, and a burned through area of the underside of the right engine cowling. The copilot indicated a previous problem with the feathering system, but maintenance records did not contain any previous discrepancies regarding this anomaly.

The flight was a dual instruction flight for the purpose of giving the dual student an orientation to the aircraft. Witnesses observed the aircraft flying from east to west at a slow speed. The right wing dropped and then returned to level. The right wing and nose dropped and the aircraft descended in a 45-60 degree nose down attitude. As the aircraft descended the wings rolled back and forth and something was observed moving on the outboard right wing area. The aircraft did not recover from the descent and crashed nose first at a slow speed into a swamp area. Post crash examination of the aircraft showed no evidence to indicate pre-crash mechanical malfunction or failure of the aircraft structure, flight controls, engines, propellers, or systems. The rudder trim was found in the neutral position and the elevator trim was found set for 70% of the aircraft nose up trim. Toxicology tests showed the dual student had .319 ug/ml of marihuana in urine, .010 ug/ml marijuana in blood, and 10.90 ug/ml of acetaminophen in blood. The pilot-in-command/flight instructor had 47.90 ug/ml acetaminophen and 89.20 ug/ml salicylate in urine. The pilot-in-command had hand injuries consistent with operating the aircraft's controls at the time of the accident. The dual student did not have hand injuries consistent with operation of the aircraft's controls.