Amateur-built Q2 accident near Siloam Springs, Arkansas, April 19, 1998
On April 19, 1998 at about 1:30 am local time, a amateur-built Q2, registered N996DT, was destroyed in an accident near Siloam Springs, Arkansas (Smith Field). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control during the forced landing. Factors were the failure of the #4 cylinder head which resulted in a partial loss of engine power and the co-owners/builders' failure to perform a condition inspection of the airplane, which would have detected the leaking cylinder heads prior to the failure of the #4 cylinder head.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 19, 1998 · about 1:30 am local time
- Place
- Siloam Springs, Arkansas · Smith Field · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built Q2
- Registration
- N996DT · no longer on the register · serial 2365
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The amateur-built experimental Quickie airplane, occupied by a commercial pilot and a pilot-rated passenger, who were the co-owners/builders of the airplane, impacted the ground in a steep left bank during a forced landing following a partial loss of engine power. Disassembly of the engine revealed that six cylinder head hold-down nuts were loose, and combustion gases had been leaking between the cylinder heads and the barrels of the #2, #3, and #4 cylinders. The escaping gases cut a passage about 3/4 inch in diameter through the #4 cylinder head, resulting in the partial loss of engine power. Maintenance records indicated new cylinder heads were installed 33 hours before the accident in May 1997. A condition inspection of the airplane, which would have included a cylinder compression check, was due in November 1997, but had not been performed. According to a family member, the two owners were in the process of performing a condition inspection on the day of the accident; however, neither owner held a repairman certificate for the airplane or was a certificated airframe and powerplant mechanic.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 1,028 hours in all; 77 in this make and model; 7 in the last 90 days; 2 in the last 30 days
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 86 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 1,100 lb
- Seats: 2
- Landing gear: fixed
- Engine: Revmaster 2100-D (piston); 0 hours total
The flight
- Departed from: SLG at 1:00 am
- Flight plan: none
- Runway 0
Weather at the time
- Light: dusk
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.