Cessna 402 B accident near Lakeview, Oregon, July 8, 2003
On July 8, 2003, a Cessna 402 B, registered N98635, was substantially damaged in an accident near Lakeview, Oregon (Lake County 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
Failure of the landing gear shaft roll pin resulting in a main gear collapse during the taxi phase of operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 8, 2003
- Place
- Lakeview, Oregon · Lake County · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 402 B · all 402 Bs on the register
- Registration
- N98635 · no longer on the register · serial 402B1024
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airline transport pilot reported that the airplane's left main landing gear assembly collapsed while taxiing the airplane from the ramp to the active runway. Postaccident examination of the landing gear assembly revealed that the roll pin (part number NAS 561P4) that retains the attaching shaft (part number 0841011-1) to the trunnion assembly was fractured. This allowed the landing gear attaching shaft to shift from its installed position, resulting in the trunnion assembly separating from the landing gear support structure. Following the inspection of the failed landing gear, the operator inspected the landing gear of its remaining Cessna 402's, six in total. Subsequent to the inspections, the operator reported that they identified two aircraft with broken landing gear shaft roll pins. The roll pins were replaced, and the operator reported that the landing gear assemblies would be reexamined in six-month intervals.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,696 hours in all; 3,576 in this make and model; 32 in the last 90 days; 16 in the last 30 days; 7,471 as pilot in command; 1,000 on instruments
- Last flight review: March 21, 2003
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 10,606 hours
- Last inspection: approved inspection programme, May 22, 2003; 52 hours since
- Maximum gross weight: 6,300 lb
- Seats: 2
- Landing gear: retractable
- Engine 1: Teledyne Continental TSIO-520-E (piston); 0 hours total
- Engine 2: Teledyne Continental TSIO-520-E (piston); 0 hours total
- Operator: Ameriflight INC
The flight
- Departed from: LKV Lakeview OR
- Destination: LMT Klamath Falls OR
- Runway 16, 5,306 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 15 knots, gusting 25
- Visibility: 10 statute miles
- Sky: scat at 9,500 ft
- Temperature: 79°F (26°C), dew point 36°F (2°C)
- Altimeter: 29.92 inHg
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.