Piper PA 28RT-201T accident near Houston, Texas, July 27, 2014
On July 27, 2014 at about 11:30 pm local time, a 1978 Piper PA 28RT-201T, registered N2148J, was substantially damaged in an accident during landing (landing roll) near Houston, Texas (Ellington Airport). It was a personal flight under general aviation rules (Part 91). 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’s failure to extend for reasons that could not be determined based on the available evidence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 27, 2014 · about 11:30 pm local time
- Place
- Houston, Texas · Ellington Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 28RT-201T, built 1978 · all PA 28RT-201Ts on the register
- Registration
- N2148J · no longer on the register · serial 28R-7931012
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While on a visual departure, the pilot noted that the red landing gear unsafe light was illuminated after he retracted the landing gear. The pilot attempted to extend the landing gear using emergency extension procedures, but the green right main landing gear light did not illuminate. The pilot contacted a tower air traffic controller at an en route airport to request a visual report on the landing gear. The tower controller reported that the landing gear appeared to be down. The pilot then proceeded to the destination airport to land. During the landing roll, the right main landing gear collapsed. Following the accident, a mechanic replaced the landing gear hydraulic pump, solenoids, and springs. After these components were replaced, the landing gear operated normally during ground testing. The maintenance actions were performed before investigators examined the landing gear.
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
What happened, in order
- Landing gear not configured during initial climb
- Landing gear collapse during landing (landing roll) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Main landing gear › Failure
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 227 hours in all; 158 in this make and model; 14 in the last 90 days; 159 as pilot in command
- Last flight review: March 1, 2013
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,687 hours
- Last inspection: annual inspection, November 3, 2013
- Maximum gross weight: 2,749 lb
- Landing gear: retractable
- Engine: Cont Motor TSIO-360 SER (piston); 1,600 hours total
The flight
- Departed from: T41 La Porte TX at 10:15 pm
- Destination: KELD Houston TX
- Flight plan: none
- Runway 17R, 9,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 4,500 ft
- Temperature: 91°F (33°C), dew point 73°F (23°C)
- Altimeter: 30.02 inHg
- Observation at 10:50 pm from KEFD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N2148J the same tail number, which may have belonged to a different aircraft at the time
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.