# NTSB ATL98LA129: Convair 240, N91237, Loiza, PR, September 24, 1998 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: September 24, 1998, 13:19 local (17:19 UTC) - Place: Loiza, PR - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report September 28, 1999 - Report: Approved by Office Director - NTSB case key (mKey): 44020 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ATL98LA129 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/44020/pdf - Page: https://openairdocs.org/ntsb/ATL98LA129 ## Probable cause 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.. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, takeoff - initial climb - 1 engine (cause) - reason for occurrence undetermined (cause) - Forced landing, emergency landing after takeoff - propeller feathering - not attained - proper climb rate - not possible, pilot in command - Ditching, emergency landing after takeoff - terrain condition - water ## Analysis 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. ## Factual narrative On September 24, 1998, about 1319 atlantic standard time, a Convair 240, N91237, collided with water about two miles short of runway 28 near Luis Munoz Marin International Airport in Loiza, Puerto Rico. The airplane was operated by Trans Florida Airlines as Flight 237, under the provisions of Title 14 CFR Part 121, and Visual Flight Rules (VFR). Visual meteorological conditions prevailed and a VFR flight plan was filed. The Airline Transport Pilot (ATP), First Officer, and one passenger was not injured, and the airplane received substantial damage. The cargo flight departed Luis Munoz Marin International Airport enroute to Santiago, Cuba, at 1315 AST. According to the pilot-in-command, after a normal pre-flight inspection and an engine run-up, he began the takeoff roll. During the takeoff roll, there was a fluctuation of Brake Mean Engine Pressure (BMEP-a measurement of engine output), on #2 engine. At this point the pilot elected to abort the takeoff. The airplane was brought back to a hangar where a Federal Aviation Administration (FAA) Airworthiness Inspector boarded the aircraft and witnessed another engine run-up with no abnormalities noted. The pilot then stated, the airplane was taxied to the departure runway where a third engine run-up was performed with no abnormalities noted. The pilot stated, after take off, as the airplane climbed through 200 feet MSL, he heard a loud bang or back fire from the #2 engine, the BMEP indicator fluctuated and dropped showing about 150 BMEP difference with respect to engine #1, oil temperature started to rise rapidly, oil pressure dropped and the airplane started to vibrate. At this point, according to the pilot, he commanded the first officer to reduce 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. The airplane was leveled off at 400 feet MSL where, according to the pilot, in an attempt to return the airplane to the airport, altitude could not be maintained and the airplane was force landed in a salt water lagoon. The airplane came to rest in approximately eight feet of water. The term "dry" power refers to engine power without the use of ADI (anti detonant injection) water injection. This gave the right engine 53 inches of manifold pressure as opposed to 59 inches of manifold pressure available with water injection. An FAA Inspector who examined the crash site noted that the left wing was separated from the fuselage with the left engine in place, the left wing tip was damaged and the tail cone received slight damage. Also noted were that the nacelle flaps appeared to be in the mid-position, the right engine propeller was not fully feathered, and the wing flaps were extended about three degrees. Due to hampered recovery efforts brought about by recently passed Hurricane Georges, the airplane was not recovered from the salt water lagoon for 70 days. The flight crew completed the engine out emergency procedure in accordance with the prescribed checklist. ## Aircraft - Registration: [N91237](https://openairdocs.org/deregistered/N91237-2000-03-30), registration cancelled 2000-03-30, S/N 140 (OpenAirDocs) - Reported make and model: Convair 240 - Registry model: [Convair 240-13](https://openairdocs.org/model/convair-240-13) (registry code 2422626) (OpenAirDocs) - Category: Airplane - Serial number: 140 - Airframe hours: 33835 - Engines: P&W R-2800 CA3 2400 horsepower reciprocating - Damage: Substantial damage - Flight: Part 121 - Operator: Trans Florida Airlines Inc., doing business as Trans Florida Airlines - Registered owner: Bahama Air Ferries Inc. - Airworthiness certificate: Standard, Transport - Last inspection: Continuous airworthiness, September 11, 1998, 69 hours before - Departed: SJU, SAN JUAN, PR - Destination: MDST, SANTIAGO - Flight plan: IFR - Airport: SJU, Luis Munoz Marin Intl ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 41; airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; seat: left; flight hours: 7,772 total, 1,409 in this make and model, 5,195 as pilot in command, 174 in the last 90 days, 72 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 40° at 14 knots, gusting 18 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 88 °F, dew point 75 °F - Altimeter: 29.00 inHg - Observed at: SJU, 2 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19980924026379A](https://openairdocs.org/incident/19980924026379A), Sep 24, 1998: Cvac 24013, Johnstown, PA, Substantial damage. (-23)On September 24, 1998, trans Florida airlines (tfa) flight 237, CV-240, N91237, on its second attempt for takeoff from runway 8, luis munoz marin intl… ## Other investigations on N91237 (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB MIA78DA095](https://openairdocs.org/ntsb/MIA78DA095), Jun 4, 1978: Convair 240 (N91237), Daytona Beach, FL, substantial damage From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.