On March 23, 2002, approximately 1309 mountain standard time, a Cessna 340, C-FFZJ, registered to Vold Jones & Vold Auction Co., Ltd, and being operated/flown by a Canadian certificated commercial pilot, was substantially damaged during a right main landing gear collapse while on landing roll to runway 20 at Fanning Field, Idaho Falls, Idaho (IDA). The pilot and five passengers were uninjured. Visual meteorological conditions existed at the time of the accident, and an IFR flight plan had been filed. The flight, which was personal, was operating in US airspace under 14CFR91 at the time of the accident. The flight departed Las Vegas International Airport, Las Vegas, Nevada, approximately 0930 Pacific time, destined for IDA. Use your browsers 'back' function to return to synopsisReturn to Query Page
The pilot reported winds at the time of the accident as about 10 degrees right of the aircraft's nose at 13 knots with gusts from 17-18 knots. The IDA surface weather observation for 1253 local time reported winds at 210 degrees and 14 knots. The pilot reported that as the aircraft was settling on the main gear, the right wheel began to collapse, and that there may have been a slight crab or side-load component on touchdown.
The pilot reported that he was carrying 5 passengers at the time of the accident. Information on the weight and location of each passenger was not known, nor was the total weight and location of any baggage. The aircraft was reported to have departed Las Vegas with 128 gallons (735 pounds) of fuel and flew for approximately 2.65 hours. The aircraft's basic empty weight, according to documentation dated August 21, 1979, was recorded as 4350.53 pounds. Documentation also showed that Supplemental Type Certificate (STC) SA5198NM was applied to the aircraft and signed off on August 9, 1991. The application of this STC raised the maximum gross takeoff weight of the aircraft by 5% (6305 pounds). The maximum landing weight remained the same at 5975 pounds.
A 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 (refer to DIAGRAM I and II).