Cessna 170B accident near Auburn, Washington, September 10, 1999
On September 10, 1999 at about 8:45 pm local time, a Cessna 170B, registered N3476D, was substantially damaged in an accident near Auburn, Washington (Auburn airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Loss of directional control due to deficient brakes and tailwheel. Factors include leaking brake cylinder, loose tailwheel casting, and obstructions (VASI lights) in the path of the airplane as it left the runway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 10, 1999 · about 8:45 pm local time
- Place
- Auburn, Washington · Auburn · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 170B · all 170Bs on the register
- Registration
- N3476D · no longer on the register · serial 27019
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he had made a three-point touchdown. Shortly after touchdown, he felt very heavy shaking or vibration from the tailwheel and the airplane veered to the left. He attempted to correct with right rudder and right brake, but was unable to bring the airplane back onto the runway. The airplane was observed to depart the left side of the runway at a low speed and impact VASI lights, damaging the right side aft fuselage and the elevator. Witnesses noted that they could hear the vibration from nearby hangars, and could see the tailwheel jerking to the right and left, after what was described as a very smooth touchdown. FAA inspectors inspected the damaged airplane and noted that the right brake cylinder was leaking, and the tailwheel casting was loose at the attachment point with the tailwheel leaf spring.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,800 hours in all; 480 in this make and model; 3,570 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,072 hours
- Last inspection: annual inspection, October 2, 1998; 25 hours since
- Maximum gross weight: 2,200 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental O-300A (piston); 0 hours total
The flight
- Departed from: 1SO Puyallup WA
- Destination: S50
- Flight plan: none
- Runway 34, 3,500 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 25,000 ft
- Temperature: 64°F (18°C), dew point 50°F (10°C)
- Altimeter: 30.00 inHg
- Observation at 8:56 pm from KSE, 6 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.