2 fatalities

Cargo Aircraft Crash at La Aurora Airport (N10425)

Guatemala City-La Aurora, GuatemalaLanding (descent or approach)

On November 6, 1957, a Curtiss C-46 Commando (registration N10425) operated by Aerovias Sud Americana was involved in an aviation accident near Guatemala City-La Aurora, Guatemala during landing or approach. 2 people were killed. Investigators recorded the probable cause as: Failure of the crankshaft on the left engine and inability of the aircraft to maintain single engine flight for reasons undetermined after failure of the other engine. This summary draws on records from the Bureau of Aircraft Accidents Archives (B3A); 1 related events involving the same aircraft type or operator are linked below.

Sourcesthe Bureau of Aircraft Accidents Archives (B3A)Primary reportUpdated 2026-06-12Data APIEditorial standards

A cargo aircraft crashed shortly after takeoff from La Aurora Airport, killing two people on the ground and injuring five others. The probable cause was a left engine crankshaft failure.

Flight Details and Incident Overview A two-crew cargo aircraft departed La Aurora Airport on a scheduled flight to St. Petersburg, Florida, with a stop in Belize City. The flight operated under visual flight rules with a takeoff gross weight of 44,995 pounds, including 575 gallons of fuel. ## Crash Sequence Seven minutes after takeoff, the flight crew reported an engine issue and requested to return to the airport. The aircraft was cleared for an approach to Runway 19. Approximately ten minutes later, the aircraft crashed in a residential area 3.3 miles northwest of the airport at an elevation of 5,029 feet. ## Casualties and Damage The crash resulted in the deaths of one adult and one child on the ground. Three additional people on the ground and both crew members sustained serious injuries. The aircraft was destroyed by the impact and subsequent fire. ## Probable Cause and Technical Findings The official investigation determined the probable cause was a left engine crankshaft failure, followed by the aircraft's inability to maintain single-engine flight after the other engine failed. A National Bureau of Standards analysis revealed a large fatigue fracture in the crankshaft's splined section. The crack originated in a poorly contoured fillet with deep tool marks, which contributed to the failure. The fatigue crack extended approximately 600 degrees before a final overload fracture occurred. The investigation also noted that the drawing did not specify a minimum radius for the splines, and the steel's hardness indicated a tensile strength of about 200,000 psi.