Cessna 182P incident near Eufaula, Alabama, April 1, 2003
On April 1, 2003 at about 4:30 pm local time, a Cessna 182P, registered N696SP, suffered minor damage in an incident near Eufaula, Alabama (Weedon Field). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fatigue failure of end rib for the left canard flap.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 1, 2003 · about 4:30 pm local time
- Place
- Eufaula, Alabama · Weedon Field · map
- Type
- Incident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182P · all 182Ps on the register
- Registration
- N696SP · registry record · serial 18262144
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The purpose of the personal flight was undetermined. While in cruise flight at 5000 feet, the pilot noticed the elevators on the canard wings vibrating abnormally. The vibrations increased throughout the airplane and the left canard was observed hanging down. The pilot reported the airplane's condition to Columbus Approach Control, and requested radar vectors to the nearest airport, Weedon Field, Eufaula, Alabama. The flight landed without further incident. The airplane was a 1973 model Cessna 182P. It was refurbished in 1998 when the canard was added through STC #SA485SW. The pilot did report the airplane having a mechanical malfunction with the nose control assembly left hand canard elevator. The part had a total time of 453 hours on it. The post-landing examination of the airplane revealed a separation of the left canard elevator bell crank from the elevator. The bell crank fasteners were intact. Further examination of the airplane revealed the end rib for the left canard flap was fractured at the location where the left control rod attachment bracket was attached. Wear was observed on the left control rod end fitting. The fatigue features emanated from multiple origins at both the exterior and interior sides of the end rib, consistent with reverse-bending fatigue.
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: 951 hours in all; 150 in this make and model; 10 in the last 90 days; 4 in the last 30 days; 898 as pilot in command; 118 on instruments
- Last flight review: December 1, 2002
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Crew member
- Certificate: private
- Ratings: single-engine land
- Flight time: 401 hours in all; 50 in this make and model; 5 in the last 90 days; 1 in the last 30 days; 365 as pilot in command; 57 on instruments
- Last flight review: December 30, 2002
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 2,194 hours
- Last inspection: annual inspection, April 14, 2002; 68 hours since
- Maximum gross weight: 2,950 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-470-F27BR (piston); 0 hours total
The flight
- Departed from: 01M Belmont MS at 3:00 pm
- Destination: 15J Adel Cookcounty GA
- Flight plan: IFR
- Runway 18, 5,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 280° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 68°F (20°C), dew point 41°F (5°C)
- Altimeter: 30.37 inHg
- Observation at 3:53 pm from CSG, 50 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.