On July 11, 2024, a CESSNA 402B NO SERIES (registration N4167G) operated by W J MEDICAL CONSULTING was involved in an aviation accident near Aguadilla, PR. One person was killed. Investigators recorded the probable cause as: The pilot’s decision to operate the airplane with known maintenance discrepancies, which resulted in a total loss of right engine power. This summary draws on records from NTSB; 12 related events involving the same aircraft type or operator are linked below.
A Cessna 402B, N4167G, crashed near Rafael Hernandez Airport in Puerto Rico on July 11, 2024, killing the pilot and injuring a cyclist. The aircraft was found to be unairworthy with significant maintenance discrepancies.
Accident Overview and Flight History On July 11, 2024, at approximately 0923 Atlantic standard time, a Cessna 402B airplane, registration N4167G, was destroyed in an accident near Rafael Hernandez Airport (BQN) in Aguadilla, Puerto Rico. The private pilot was fatally injured, while a person on the ground sustained minor injuries. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight. The pilot intended to fly from BQN to Luis Munoz Marin International Airport (SJU) in San Juan to address maintenance issues. During preflight, a mechanic noted the fuel tanks were near empty or one-third full. The pilot purchased 13 gallons of 100LL AvGas, leaving the left main tank with about 15 gallons, the right main with 6-8 gallons, the left auxiliary with about 20 gallons, and the right auxiliary with about 15 gallons. The mechanic did not observe the pilot sump the tanks, and the correct fuel dipstick was missing. The pilot planned to use the main tanks for takeoff and the auxiliary tanks en route. The mechanic witnessed a normal engine run-up but did not see the takeoff. FAA ADS-B data indicated the aircraft departed runway 8, climbed to 1,500 feet MSL about two miles east of the runway, then turned left and descended. One mile northeast of the airport, the track turned toward the approach end of runway 26. In the final 30 seconds, altitude and groundspeed decreased rapidly. The last data point showed the aircraft 0.3 miles northeast of the runway 26 threshold at 200 feet MSL and 73 knots groundspeed, heading 209°. ATC communications revealed the pilot requested a VFR departure to the east at 0914 and was cleared for runway 8 three minutes later. At 0921:31, the pilot reported a vibration in the right engine and requested to return to runway 8. The controller cleared him for the left downwind. At 0922:25, the pilot declared a mayday due to engine failure and requested to use the other side of the runway. The controller cleared him to land on runway 26 with wind information of 090° at 10 knots, gusting to 14 knots. The pilot read back the clearance, and no further communications were recorded. Two air traffic controllers observed the aircraft flying toward the runway 26 threshold. In the final seconds, the aircraft abruptly rolled right and descended vertically into terrain. One controller noted no abnormalities before the descent. Surveillance video showed a steep vertical descent and right roll with the landing gear retracted. An explosion and post-accident fire followed the impact. ## Aircraft Maintenance and Airworthiness The aircraft's maintenance records included an annual inspection endorsement dated April 24, 2024, marking the airplane as “UNAIRWORTHY.” A three-page discrepancy sheet listed items for both engines and the airframe, including fuel tank caps (marked “Done”), a right engine cylinder with compression below 45 psi, right engine spark plugs, oil and oil filter, fuel filter, and oil and fuel lines requiring replacement. The airplane had not been signed off for an annual or 100-hour inspection after the April 11, 2024, inspection. The mechanic who wrote the list stated most items were uncorrected and advised the pilot to obtain an FAA ferry permit for the flight to SJU. No documentation of a ferry permit was found. From November 2020 to April 2024, the aircraft flew only 1.4 hours. The last airworthy inspection was dated June 6, 2019. The left engine was overhauled on December 14, 2011, and the right engine was field overhauled on October 24, 2008. Continental Motors Service Information Letter SIL98-9 recommended a 1,400-hour or 12-year overhaul interval for the TSIO-520-E engine. As of November 2020, the left engine had 400.3 hours since overhaul, and the right engine had 1,400.0 hours as of June 2019. FAA records showed the registered owner purchased the aircraft in August 2016. ## Wreckage and Impact Details The aircraft impacted a residential front yard, striking trees, powerlines, and propane fuel tanks. The wreckage was compact and oriented on a magnetic heading of 330°. A post-accident fire consumed most of the cockpit, fuselage, and parts of both wings. Flight control cable continuity was established for the elevator, rudder, and trim tabs to the fire-damaged cockpit. Elevator trim was found 1.5°-2.5° down. Aileron control cables were continuous to the center sector. The right aileron was attached to the wing section, while the left aileron was thermally destroyed. Left aileron main cables were continuous to the center sector. Left aileron trim cable continuity was established, but the chain was disconnected from the sprockets. Flap panels were thermally destroyed, but the actuator indicated a 10° flap position. Flap cables were continuous to the drive bellcranks and outboard pushrods. The landing gear was retracted. Fuel tanks were thermally damaged, and the fuel selector panel was destroyed, providing no reliable indications. The cockpit, switches, levers, and instruments were severely fire-damaged. Both engines separated from the airframe and were found a few feet forward of the wings. Engine casings showed no large cracks or holes. Spark plugs and magnetos remained installed. Each engine had a three-blade propeller. Two left engine propeller blades showed little twisting or bending; one had aft bending near the tip and chordwise scratches near the root. Right engine propeller blades showed chordwise scratching and polishing. One blade had aft bending, one had forward bending near the tip, and the remaining blade showed little bending. At the engine manufacturer’s facility, the right engine crankshaft rotated 720° when force was applied. Compression and valve action were observed on all cylinders. Magneto condensers were thermally damaged, but the magnetos produced blue sparks with replacement condensers. The fuel manifold was thermally damaged and opened for investigation. Corrosion and diaphragm material remains were present. A large quantity of debris and foreign material was found below the fuel screen at the fuel inlet. The left engine crankshaft also rotated 720°. Compression was observed on cylinders 2 through 6, but not on cylinder 1, which leaked past the piston rings when compressed air was applied. Valve action was observed on all cylinders. ## Additional Information and Injuries The Cessna 402B Pilot’s Operating Handbook (POH) listed a recommended safe single-engine speed of 91 KIAS and a minimum controllable airspeed of 82 KIAS. The POH’s “Engine Failure After Takeoff” procedure for speeds above 91 KIAS with gear up or in transit listed immediate action items: mixtures full rich, propellers full forward, throttles full forward (34.5 inches Hg.), landing gear check up, and for the inoperative engine, throttle close, mixture idle cut-off, and propeller feather. A 5° bank toward the operative engine was recommended. A person on the ground, riding a bicycle near the impact road, sustained minor injuries from small debris and fell off the bicycle. The autopsy report from the Instituto de Ciencias Forenses, Gobierno de Puerto Rico, listed thermal injuries as the cause of death and accident as the manner of death. FAA Forensic Sciences Laboratory toxicological testing of postmortem specimens from the pilot detected no tested-for substances.