Amateur-built RANS S-12 accident near El Cajon, California, April 17, 1999
On April 17, 1999 at about 3:43 pm local time, a amateur-built RANS S-12, registered N8179V, was substantially damaged in an accident near El Cajon, California (Gillespie Field). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Engine power loss due to an interruption of fuel to or within a carburetor, and the resultant overheating of its associated cylinder. The reason for the fuel flow interruption could not be determined.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 17, 1999 · about 3:43 pm local time
- Place
- El Cajon, California · Gillespie Field · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built RANS S-12
- Registration
- N8179V · no longer on the register · serial AV8812835-12
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
All airplane systems functioned normally upon takeoff. During initial climb, between 200 and 300 feet above ground level, all engine power was lost. Unable to return to the airport, the pilot made a forced landing in a nearby parking lot. During rollout the airplane collided with a pole. An examination of the 2-stroke, 2-cylinder Bombadier Rotax engine revealed one of the two cylinders was scored and exhibited signatures consistent with overheating. The cylinder appeared to have experienced an insufficient flow of the fuel-oil mixture. The carburetor connected to this cylinder assembly was found devoid of fuel. Fuel was found in the second carburetor, which was connected to the second cylinder assembly. No obstructions were noted in any of the fuel lines, carburetors, or the Mikuni Kogyo engine driven dual fuel pump. No evidence regarding the apparent interruption of fuel to the rear carburetor was found.
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: 211 hours in all; 82 in this make and model
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 82 hours
- Last inspection: annual inspection, October 10, 1998; 82 hours since
- Maximum gross weight: 950 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 582 (piston); 0 hours total
The flight
- Departed from: SEE El Cajon CA at 3:42 pm
- Destination: SDM San Diego CA
- Flight plan: none
- Runway 27L, 2,737 ft by 60 ft
Weather at the time
- Light: daylight
- Visibility: 25 statute miles
- Sky: scat at 20,000 ft
- Temperature: 77°F (25°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 3:47 pm from SEE, 1 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.