Amateur-built HANSON TAILWIND W-8 accident near Chula Vista, California, January 16, 1999
On January 16, 1999 at about 5:50 pm local time, a amateur-built HANSON TAILWIND W-8, registered N8188, was destroyed in an accident near Chula Vista, California. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of lubrication to the number 3 rod bearing and the resulting failure of the number 3 connecting rod. A contributing factor to the accident was the soft terrain at the accident location.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 16, 1999 · about 5:50 pm local time
- Place
- Chula Vista, California
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built HANSON TAILWIND W-8 HANSON TAI
- Registration
- N8188 · no longer on the register · serial PCH-1
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported no abnormalities during the takeoff and climbout from the airport. After climbing to 4,500 feet msl to fly a northerly heading through a VFR terminal control area corridor, the pilot turned to a northeast heading and descended to 3,500 feet msl and noted that the oil temperature was at redline. He continued his descent to 3,000 feet msl and observed that the oil temperature had slightly decreased. He did note that all other instruments were indicating normal. Approximately 15 minutes after takeoff the engine stopped. The pilot made an emergency landing in an open field; the main landing gear dug into soft dirt and the aircraft vaulted vertically onto its tail and continued in a 360-degree turn before coming to rest upright on its landing gear. Examination of the engine revealed that the number 3 bearing had melted, and the associated connecting rod had separated puncturing the engine case. The engine showed evidence of a lack of lubrication. According to the engine manufacturer representative this engine was manufactured in the 1940's as a ground power unit only and was never intended for aircraft use.
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: single-engine land
- Flight time: 1,597 hours in all; 1,379 in this make and model; 1,550 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 605 hours
- Last inspection: annual inspection, March 3, 1998
- Maximum gross weight: 1,382 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-290-GPU (piston); 0 hours total
The flight
- Departed from: SDM at 5:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: at 4 knots
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 41°F (5°C)
- Altimeter: 30.00 inHg
- Observation at 5:56 pm from SDM, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.