Cessna 340 accident near Idaho Falls, Idaho, March 23, 2002
On March 23, 2002 at about 8:09 pm local time, a Cessna 340, registered CFFZJ, was substantially damaged in an accident near Idaho Falls, Idaho (Fanning Field). It was a personal flight under general aviation rules (Part 91). No one was hurt; 6 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The overload of the right main landing gear bellcrank, adjustable end fitting and clevis ears resulting in fractures and the subsequent gear collapse.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 23, 2002 · about 8:09 pm local time
- Place
- Idaho Falls, Idaho · Fanning Field · map
- Type
- Accident
- Injuries
- No one was hurt; 6 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 340 · all 340s on the register
- Registration
- CFFZJ · no longer on the register · serial 3400179
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the Canadian registered Cessna 340 reported that he touched down on runway 20 and as the aircraft was settling on the main gear the right wheel began to collapse. The pilot reported winds at the time of landing as 10 degrees right of the nose at 13 knots gusting to 17-18 knots; and an observation taken 16 minutes before the accident reported winds of 210 degrees magnetic at 14 knots. Although there were six occupants aboard the total weight of the aircraft was not known at touchdown. A post crash visual examination of the fracture surfaces of the right main landing gear bellcrank assembly (upper end), the adjustable end fitting (side brace lock), and the bellcrank clevis ears revealed separation surfaces that were grainy, 45 degree or cup and cone in nature, and which were without fatigue striations consistent with overload.
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: flight instructor, commercial pilot, foreign licence
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,740 hours in all; 460 in this make and model; 75 in the last 90 days; 32 in the last 30 days; 1,520 as pilot in command; 800 on instruments
- Last flight review: February 21, 2001
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,537 hours
- Last inspection: 100-hour inspection, March 15, 2002; 7 hours since
- Maximum gross weight: 6,275 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Continental TSIO-520K (piston); 0 hours total
- Engine 2: Continental TSIO-520K (piston); 0 hours total
- Operator: Vold Jones & Vold Auction Co. Ltd.
The flight
- Departed from: LAS Las Vegas NV at 5:30 pm
- Destination: IDA Idaho Falls ID
- Flight plan: IFR
- Runway 20, 9,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 14 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 36°F (2°C)
- Altimeter: 29.62 inHg
- Observation at 7:53 pm from IDA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 5 |
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.