Cessna 182S accident near Ellington, Missouri, September 8, 2000
On September 8, 2000 at about 9:50 pm local time, a Cessna 182S, registered N182KC, was substantially damaged in an accident near Ellington, Missouri (Eagle Field Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot's failure to maintain control of the aircraft during the aborted landing. Contributing to the accident was the rich mixture caused by an obstruction in the regulator section of the fuel servo.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 8, 2000 · about 9:50 pm local time
- Place
- Ellington, Missouri · Eagle Field Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 182S · all 182Ss on the register
- Registration
- N182KC · registry record · serial 18280049
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted terrain following an application of engine power by the pilot so as to extend his touchdown point due to a waterline traversing the approach end of the grass runway. During the application of power, the engine hesitated and backfired while the airplane was in a near stall phase of flight 3-8 feet above the grass runway. Following the momentary hesitation, the engine accelerated, and the airplane entered a left banked turn, which resulted in the left wing contacting the ground. A functional test of the engine's fuel servo indicated that it exceeded its upper service flow limits. An obstruction of the servo's diaphragm with diaphragm material was found. When the obstruction was removed, the fuel servo was within service flow limits during a second functional test. Scoring of the idle metering plates was also noted.
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: 420 in this make and model; 70 in the last 90 days; 28 in the last 30 days
- Last flight review: December 31, 1998
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: unk
- Injury: minor injuries
The aircraft
- Airframe total time: 443 hours
- Last inspection: annual inspection, November 15, 1999; 257 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-AB1A5 (piston); 0 hours total
The flight
- Departed from: ROG Rodgers AR at 8:10 pm
- Destination: 0MU0 Ellington MO
- Flight plan: none
- Runway 18, 3,050 ft by 80 ft
Weather at the time
- Light: not reported
- Wind: from 160° at 6 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 2,200 ft; clear
- Temperature: 73°F (23°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 9:53 pm from UNO, 44 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
Other NTSB records under N182KC the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CHI00LA292.