Cessna 170B accident near Wadsworth, Ohio, May 30, 1998
On May 30, 1998 at about 7:00 pm local time, a Cessna 170B, registered N3099A, was substantially damaged in an accident near Wadsworth, Ohio (Weltzien Field). It was an instructional flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The flight instructor's failure to maintain control of the airplane which resulted in his intentional ground loop. A factor in the accident was the flight instructor's lack of currency in tailwheel airplanes.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 30, 1998 · about 7:00 pm local time
- Place
- Wadsworth, Ohio · Weltzien Field · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 170B · all 170Bs on the register
- Registration
- N3099A · registry record · serial 25743
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After two unsuccessful power-off landing attempts at a short field, the certificated flight instructor (CFI) took control of the tail wheel airplane to demonstrate the proper technique. On short final, the CFI told the pilot to, 'guard the controls,' who then placed his hands and feet near the controls. The CFI stated that he wanted the other pilot to correct any erroneous inputs during the landing. The airplane drifted right on touchdown, and the CFI responded with left rudder. The CFI reported that the rudder would move only about 1 inch, when it suddenly 'let go,' and full left rudder was applied. The airplane immediately went left, and with little remaining runway, the CFI kicked 'full right rudder to intentionally ground loop the airplane.' The pilot stated that he did not feel the binding. The CFI had a total of 36 hours in make and model, none in the last 90 days. Removal of the floor panels and a examination of the rudder cables verified proper installation, and no 'witness marks' of binding controls were 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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,769 hours in all; 36 in this make and model; 36 in the last 90 days; 18 in the last 30 days; 3,698 as pilot in command; 3,623 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,092 hours
- Last inspection: annual inspection, December 1, 1996; 12 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300-A (piston); 0 hours total
The flight
- Departed from: 15G at 6:00 pm
- Flight plan: none
- Runway 21, 2,360 ft by 37 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 25,000 ft; scat at 5,000 ft
- Temperature: 79°F (26°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 7:51 pm from CAK, 17 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | 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.