Amateur-built QUESTAIR VENTURE accident near Groveland, California, July 9, 1996
On July 9, 1996, a amateur-built QUESTAIR VENTURE, registered N65V, was substantially damaged in an accident near Groveland, California (Pine Mountain Lake 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 pilot's failure to maintain directional control while landing in a crosswind. A contributing factor was related to the airplane's steering/handling characteristics.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 9, 1996
- Place
- Groveland, California · Pine Mountain Lake · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built QUESTAIR VENTURE QUESTAIR V
- Registration
- N65V · registry record · serial 66
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the experimental, amateur-built airplane, reported that his landing and initial rollout on runway 27 was uneventful. However, as the airplane decelerated he lost directional control. According to the pilot, he applied left rudder pedal and 'a little' left brake pressure to correct his alignment, but the airplane did not adequately respond. He further stated that he then 'made the mistake of moving the steering lever' to redirect the airplane, and he 'over controlled.' At this time, the airplane veered toward the left side of the runway and the pilot turned the steering lever to the right. The pilot again over controlled, and the airplane veered right exiting off the right side of the runway and into the ground. He further reported that he believes the design of the airplane was faulty in that the nose wheel was constructed too close to the main landing gear, and the three wheels formed an equilateral triangle. Also, the nose steering mechanism allowed too much play, and the airplane's steering was sensitive. In a crosswind, the weathercocking force allowed the nose wheel fork to turn and angle the airplane toward the edge of the runway. At the time of the accident the wind was from 290 degrees at 8 knots.
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
- Flight time: 2,900 hours in all; 25 in this make and model; 25 in the last 90 days; 20 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 22 hours
- Last inspection: annual inspection; 22 hours since
- Maximum gross weight: 2,000 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental IO-550-G (piston); 0 hours total
The flight
- Departed from: Q68 at 11:30 pm
- Destination: Q68
- Flight plan: none
- Runway 27, 3,625 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 8 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 90°F (32°C), dew point 0°F (-18°C)
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.