Cessna 402B accident near St. Louis, Missouri, July 24, 2002
On July 24, 2002 at about 2:15 am local time, a Cessna 402B, registered N22PB, was substantially damaged in an accident near St. Louis, Missouri (Lambert-St Louis Intl airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The landing gear collapsed for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 24, 2002 · about 2:15 am local time
- Place
- St. Louis, Missouri · Lambert-St Louis Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 402B · all 402Bs on the register
- Registration
- N22PB · registry record · serial 402B0243
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airplane's left main landing gear collapsed while taxiing after landing. The pilot reported he had 3 green lights and that the landing was normal. He taxied for about 2,000 feet and started a right turn onto a taxiway when the landing gear collapsed. An inspection of the accident site revealed that the distance between where the propeller had struck the runway and where the aircraft came to rest was approximately 120 ft. An examination of the landing gear revealed that the only visible damage to the left main landing gear system was a sheared AN25-38A bolt which attached the rod end of the bellcrank to the lower side brace, and the NAS464P4-26 bolt which attaches the upper portion of the bellcrank to the upper portion of the upper barrel. The aircraft inspection revealed the right main landing gear operated, but the left landing gear could not be operationally checked.
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
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,668 hours in all; 677 in this make and model; 113 in the last 90 days; 70 in the last 30 days; 2,207 as pilot in command; 224 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Crew member
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
The aircraft
- Airframe total time: 9,600 hours
- Last inspection: 100-hour inspection, July 1, 2002; 31 hours since
- Maximum gross weight: 6,300 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental TSIO 520 E8 (piston); 0 hours total
The flight
- Departed from: COU Columbia MO at 1:35 am
- Destination: STL St. Louis MO
- Flight plan: not recorded
- Runway 30R, 9,003 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 6,000 ft; a few clouds at 4,000 ft
- Temperature: 79°F (26°C), dew point 72°F (22°C)
- Altimeter: 30.02 inHg
- Observation at 1:53 pm from STL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
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.