Cessna 305 accident near Phoenix, Arizona, October 18, 2025

The NTSB's narrative final · quoted from the NTSB record

The pilot taxied the tailwheel airplane to the departure end of the runway, made a tight left turn to reverse direction on the runway for take-off, then applied hard-right tailwheel input to stop the turn and straighten the airplane. Once airborne, he realized the airplane yawed significantly to the right and the right rudder pedal seemed to be stuck. This condition required continuous full-left rudder control input to maintain coordinated flight. Upon reaching the destination airport, he communicated with the local air traffic controller and requested the largest runway out of concern the tailwheel might be stuck in an offset position and create a loss of directional control during landing. After touchdown the airplane ground looped to the left, resulting in substantial damage to the right wing, horizontal stabilizer, and tail cone. After exiting the airplane, he observed the steering arm was stuck in the full-right position. Photos taken by the pilot immediately after the accident showed both tailwheel steering springs/chains were under tension, and the tailwheel was offset to the left. With the assistance of others, the pilot picked up the airplane’s tail and kicked the steering arm loose, after which he was able to taxi the airplane to its hangar. The pilot shipped the tailwheel assembly to the NTSB, where an examination of the components was conducted. The overall condition of the assembly was consistent with a worn tailwheel locking/steering mechanism with an increased likelihood of unreliable lock engagement/disengagement and accelerated wear. The tailwheel assembly was replaced at an unknown date and the maintenance records did not contain any maintenance history of the tailwheel.

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.

Photographs from the investigation 20 pictures from the NTSB's docket, as the NTSB released them

The lock pawl exhibited rounded edges and displayed an appearance consistent with mechanical abrasion/cleaning, likely from the use of a mechanical wire wheel. Slight outward material displacement was observed along each edge of the pawl slPhotograph 2 – Tailwheel assembly, brand marking and part numberPhotograph 3 – Tailwheel assembly, internal, showing wire wheel marksPhotograph 4 – Tailwheel assembly, internalPhotograph 5 – Tailwheel head, disassembled Arrows indicates gouges in outer bore, worn turn lock spring edgesPhotograph 6 – Tailwheel steering arm assembly Arrow indicates scratches/gouges at lock notchPhotograph 7 – Tailwheel steering arm assembly Arrow indicates scratches/gouges at lock notchPhotograph 8 – Tailwheel pawl, before grease removalPhotograph 9 – Tailwheel pawl Arrows indicate worn/rounded areasPhotograph 10 – Tailwheel pawl Arrows indicate worn/rounded edgesPhotograph 11 – Steering arm assembly, outer race Arrow indicates outward material displacement along edge of pawl slotPhotograph 12 – Steering arm assembly, outer race Arrow indicates outward material displacement along edge of pawl slotPhotograph 1 – Right wing damagePhotograph 2 – Empennage damagePhotograph 3 – Fuselage damagePhotograph 4 – Tailwheel assembly post-accidentPhotograph 5 – Tailwheel assembly post-accidentPhotograph 6 – Tailwheel assembly internal, post-accidentPhotograph 7 – Tailwheel assembly internal, post-accidentPhotograph 8 – Tailwheel assembly internal, post-accident

The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.

Other NTSB records under N4584N the same tail number, which may have belonged to a different aircraft at the time

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