Investigation Summary
The accident aircraft had been purchased by Arthur Rivera several months prior and had not flown since the acquisition. During a taxi test on December 2, 1972, the aircraft ran off a taxiway into a ditch, causing the propellers of engines 2 and 3 to strike the ground. Despite the sudden stoppage, which typically requires a complete engine teardown to inspect for internal structural damage, the aircraft was returned to service after only a visual inspection and propeller replacement. On the night of the accident, the aircraft was loaded with 20 tons of supplies. The crew consisted of a qualified pilot, Jerry Hill, but the co-pilot (Rivera) was only certified for twin-engine aircraft, and the flight engineer was a moonlighting mechanic not certified for the DC-7. Shortly after takeoff, the number 2 engine failed completely due to the failure of internal components (master and connecting rods, cylinder assembly, and pistons) likely damaged in the earlier taxiing incident. The number 3 engine also failed to produce full power due to excessive wear. Overloaded and operating on insufficient power, the aircraft could not maintain its climb and crashed into the sea roughly 1.5 miles from the coast.
Final Conclusions
The NTSB attributed the crash to the failure of the number 2 engine resulting from unrepaired damage from a previous accident, compounded by inadequate maintenance and inspection. Contributing factors included the aircraft being approximately 4,193 pounds over its maximum allowable takeoff weight, the use of uncertified crew members in the co-pilot and flight engineer positions, and the pilot's inadequate pre-flight preparation. The board noted that the lack of a visible horizon on a moonless night likely hindered the pilot's ability to recognize the aircraft's descent toward the water.
Video Analysis
Roberto Clemente Plane Crash — A brief overview of the 1972 crash involving baseball legend Roberto Clemente, whose overloaded relief plane crashed off the coast of Puerto Rico.
If playback is blocked, the owner has disabled embedding — use the link above.
Airframe & Maintenance
Crew Experience
Pilot-in-command
Jerry Hill. Held a valid multi-engine rating and was qualified for the DC-7.
Copilot
Arthur Rivera. The aircraft owner. He held a commercial pilot certificate with a DC-3 type rating but was not type-rated for the DC-7.
Flight Engineer
Francisco Matias. A mechanic who did not hold a flight engineer certificate.
Systems & Failure Modes
Wright R-3350 Duplex-Cyclone Engines
High-performance radial engines that required precise maintenance; the number 2 engine failed due to internal damage sustained in a previous ground strike.
Fuel Dumping System
The DC-7 was equipped with fuel jettison capabilities, but investigators suggested the pilot may not have been able to dump fuel fast enough to lighten the aircraft for level flight on reduced power.
Interesting Facts
- 01The aircraft was approximately 4,193 pounds (1,902 kg) over its maximum takeoff weight.
- 02The number 2 engine failed due to internal structural damage to the master and connecting rods.
- 03The co-pilot was only certified to fly twin-engine Douglas DC-3 aircraft.
- 04The flight engineer was a mechanic who was not certified for flight duty on the DC-7.
- 05The aircraft had not been flown since its purchase several months earlier until the night of the crash.
Safety Actions & Advisories
FAA Oversight Litigation
A lawsuit was brought against the FAA for failing to prohibit the takeoff of a known unairworthy aircraft; however, courts ruled the ultimate responsibility for the flight rested with the pilot.
Known Controversies & Unanswered Questions
Fuel Dumping Ignition Theory
Reference ↗Some researchers proposed that fuel dumping at low altitude created a fuel-air mixture that was ignited by the failing engine, causing an air burst explosion, though this was not the official NTSB conclusion.