Amateur-built QUESTAIR 20 accident near Greensboro, North Carolina, February 15, 1998
On February 15, 1998 at about 2:10 pm local time, a amateur-built QUESTAIR 20, registered N94FA, was substantially damaged in an accident near Greensboro, North Carolina (Piedmont Triad Int. A/P airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The improper installation of the nose landing gear strut, which led to the collapse of the nose gear upon touchdown.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 15, 1998 · about 2:10 pm local time
- Place
- Greensboro, North Carolina · Piedmont Triad Int. A/P · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built QUESTAIR 20 QUESTAIR 2
- Registration
- N94FA · no longer on the register · serial 0017
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, when he retracted the landing gear, the nose gear indicator light was red, indicating the gear was not up and locked. He recycled the gear and still saw a red light, so the pilot flew under the maximum gear extension speed. On approach, the pilot stated he extended the landing gear, and got a green indicator light, indicating the gear was down and locked. As the airplane touched down, the nose gear collapsed, and the airplane slid off the runway and nosed over. According to the FAA inspector, examination of the landing gear and skid marks on the runway revealed that the nose wheel was turned beyond its normal limits on touchdown. He stated that a Malfunction and Defect Report was submitted on the nose landing gear strut. According to the FAA, in conversations with the kit manufacturer, it was noted that the nose gear on this airplane was designed poorly, in that it must be installed perfectly to work correctly. Because of the inexperience of some kit builders, this can lead to problems. Both the FAA and the kit manufacturer believe that the servicing of the nose gear aggravated a pre-existing problem with the nose gear installation, which led to the collapse.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 2,896 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 678 hours
- Last inspection: 100-hour inspection, September 4, 1997
- Maximum gross weight: 2,000 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental IO-550-G1B (piston); 0 hours total
The flight
- Departed from: FTY Atlanta GA at 12:30 pm
- Destination: GSO
- Flight plan: none
- Runway 14, 6,380 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 100° at 3 knots
- Visibility: 9 statute miles
- Temperature: 36°F (2°C), dew point 27°F (-3°C)
- Altimeter: 30.00 inHg
- Observation at 2:32 pm from GSO, 1 miles away
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.