Cessna 340 accident near Fargo, North Dakota, December 1, 2016
On December 1, 2016 at about 11:29 pm local time, a 1973 Cessna 340, registered N123KK, was destroyed in an accident during approach near Fargo, North Dakota (Hector International airport). It was an other work-use flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loose fuel fitting on the combustion heater that leaked a lean fuel-air mixture into the nose baggage compartment. The mixture was most likely ignited by the combustion heater, blowing off the nose baggage compartment doors and starting an in-flight fire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 1, 2016 · about 11:29 pm local time
- Place
- Fargo, North Dakota · Hector International · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 340, built 1973 · all 340s on the register
- Registration
- N123KK · no longer on the register · serial 340-0251
- Damage
- Destroyed
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was equipped with an air sampling system used to collect air samples at various altitudes. The accident occurred when the pilot was returning to the airport after taking air samples at various altitudes over oil fields. As he was being vectored for an instrument approach, the airplane overshot the runway's extended centerline. The pilot then reported that he had a fire on board. The airplane lost altitude rapidly, and radar contact was lost. Examination of the accident site indicated that the airplane struck the ground at high velocity and a low impact angle. One piece of the airplane's shattered Plexiglas windshield exhibited soot streaking on its exterior surface. This soot streaking did not extend onto the piece's fracture surface, indicative of the smoke source being upstream of the windshield and the smoke exposure occurring before windshield breakup at impact. Both nose baggage compartment doors were found about 2 miles south of the main wreckage, which indicative that they came off at nearly the same time and most likely before the pilot's distress call. Although there was no soot deposits, thermal damage, or deformation to the doors consistent with a "high energy explosion," the separation of the luggage compartment doors could have occurred due to an overpressure caused by the ignition of a fuel air mixture within the nose portion of the airplane. The ignition of fuel air mixtures can create overpressure events when they occur in confinement. An overpressure in the nose baggage compartment may have stretched the airframe enough to allow the doors to push open without deforming the latches. If it was a lean fuel air mixture, it would likely leave no soot residue. Post-accident examination revealed no evidence that the air sampling system, which was strapped to the seat tracks behind the copilot's seat, was the cause of the fire. The combustion heater, which was mounted in the right front section of the nose baggage compartment, bore no evidence of fuel leakage, but a fuel fitting was found loose.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Fire/smoke (non-impact) during approach defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Aircraft › Aircraft systems › Air conditioning system › Heating system › Damaged/degraded
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Not specified
- Aircraft › Aircraft structures › Windows › windshield system › Flight compartment windows › Damaged/degraded
- Aircraft › Aircraft structures › Doors › Cargo/baggage doors › Capability exceeded
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,898 hours in all; 11 in the last 30 days; 7,771 as pilot in command; 945 on instruments
- Last flight review: March 1, 2016
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Maximum gross weight: 5,975 lb
- Seats: 3
- Landing gear: retractable
- Engine 1: Continental TSIO-520-JB (piston); 2,013 hours total
- Engine 2: Continental TSIO-520-JB (piston); 7,135 hours total
- Fire in flight and on the ground
The flight
- Departed from: KFAR Fargo ND at 8:30 pm
- Destination: KFAR Fargo ND
- Flight plan: IFR
- Runway 36, 9,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 12 knots
- Visibility: 9 statute miles
- Sky: overcast at 1,500 ft
- Temperature: 32°F (0°C), dew point 28°F (-2°C)
- Altimeter: 29.98 inHg
- Observation at 10:46 pm from KFAR, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
15 documents, released by the NTSB on January 19, 2018. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.