Cessna 210D accident near Huntsville, Alabama, April 14, 1997
On April 14, 1997 at about 9:15 pm local time, a Cessna 210D, registered N3761Y, was substantially damaged in an accident near Huntsville, Alabama (Redstone Army Airfield). 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
corrosion and subsequent failure of the elevator trim tab, which resulted in vibration and failure of the elevator. Failure of maintenance personnel to comply with a service bulletin was a related factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 14, 1997 · about 9:15 pm local time
- Place
- Huntsville, Alabama · Redstone Army Airfield · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210D · all 210Ds on the register
- Registration
- N3761Y · no longer on the register · serial 21058261
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After departing from Redstone Army Airfield, the pilot attempted to level off at 3000 feet. When he did, he experienced difficulties pushing the nose over, which was lessened when nose down trim was applied and power was reduced. As the airplane accelerated, a severe vibration was noted, which was lessened when power was reduced. After trying to pinpoint the problem, the pilot noticed visible damage to the right elevator. A precautionary landing was then executed at the departure airfield. An examination of the elevator revealed a chordwise split and corrosion in the trim tab. There was also a chordwise split in the elevator, that resulted from the oscillation of the trim tab, in flight. Cessna Service Bulletin, SEB92-1, had been issued in January 1992. It recommended that a modification be made to strengthen the trim tab to prevent cracks from forming. The service bulletin recommended that this be accomplished within the next 100 hours of operation or 12 months, whichever occurred first; however, the service bulletin had not been complied with.
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: 311 hours in all; 1 in this make and model; 6 in the last 90 days; 6 in the last 30 days; 258 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,663 hours
- Last inspection: annual inspection, February 12, 1997; 2 hours since
- Maximum gross weight: 3,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: HUA at 9:15 pm
- Destination: DCU Decatur AL
- Flight plan: IFR
- Runway 35, 7,000 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 040° at 8 knots, gusting 13
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 0°F (-18°C)
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.