American Champion Aircraft 8GCBC accident near Plainview, Texas, May 9, 2016
On May 9, 2016 at about 6:20 pm local time, a 2008 American Champion Aircraft 8GCBC, registered N326JH, was substantially damaged in an accident during takeoff near Plainview, Texas (Hale County airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain directional control during gusty wind conditions. Contributing to the outcome was the pilot's exceedance of the maximum crosswind component during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 9, 2016 · about 6:20 pm local time
- Place
- Plainview, Texas · Hale County · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- American Champion Aircraft 8GCBC NO SERIES, built 2008 · all 8GCBCs on the register
- Registration
- N326JH · no longer on the register · serial 501-2007
- 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 tailwheel equipped airplane reported that during the takeoff roll in gusty wind conditions, the airplane encountered a strong wind gust. He further reported that shortly after takeoff, the right wing dropped, followed by the left wing; and the left wing impacted the ground. The airplane sustained substantial damage to the left wing. According to the pilot there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. A review of recorded data from the automated weather observation station located on the airport revealed that, at the time of the accident, conditions were wind 260 degrees at 29 knots, wind gust 40 knots. The airplane was departing on runway 22. The pilot attempted to takeoff with about an 18 knot right crosswind component. According to the airplane manufacture the maximum demonstrated crosswind component for takeoff and landing is 15 knots. The FAA Airplane Flying Handbook FAA-H-8083-3A (2004) discusses operations in crosswind conditions and states in part: Takeoffs and landings in certain crosswind conditions are inadvisable or even dangerous. If the crosswind is great enough to warrant an extreme drift correction, a hazardous landing condition may result. Therefore, the takeoff and landing capabilities with respect to the reported surface wind conditions and the available landing directions must be considered. It is imperative that pilots determine the maximum crosswind component of each airplane they fly, and avoid operations in wind conditions that exceed the capability of the airplane.
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
- Preflight or dispatch event during prior to flight
- Other weather encounter during takeoff
- Loss of control in flight during takeoff defining event
- Collision with terrain or object (not controlled flight into terrain) during takeoff
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Crosswind correction › Capability exceeded
- Environmental issues › Conditions/weather/phenomena › Wind › Crosswind › Effect on equipment
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 22,760 hours in all; 134 in this make and model; 155 in the last 90 days; 64 in the last 30 days; 22,450 as pilot in command; 21,357 on instruments
- Last flight review: November 9, 2014
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rear
- Injury: minor injuries
Passenger
- Seat: frt
- Injury: no injuries
The aircraft
- Airframe total time: 246 hours
- Last inspection: annual inspection, January 15, 2016
- Maximum gross weight: 2,150 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-C1G (piston); 260 hours total
- Operator: Parker Gcbc LLC.
The flight
- Departed from: PVW Plainview TX at 6:20 pm
- Destination: CVN Clovis NM
- Flight plan: none
- Runway 22, 5,997 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 29 knots, gusting 40
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 34°F (1°C)
- Altimeter: 29.65 inHg
- Observation at 6:15 pm from KPVW
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.