Cessna T207A accident near Green Bay, Wisconsin, May 24, 2000
On May 24, 2000 at about 8:50 pm local time, a Cessna T207A, registered N774EA, was substantially damaged in an accident near Green Bay, Wisconsin (Austin Straubel airport). It was a positioning flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the improper compensation for the wind conditions. A factor in the accident was the wind shear.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 24, 2000 · about 8:50 pm local time
- Place
- Green Bay, Wisconsin · Austin Straubel
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T207A · all T207As on the register
- Registration
- N774EA · registry record · serial 20700666
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was taxiing onto runway 24 when a gust of wind lifted the tail and flipped the airplane over. Winds reported just prior to the accident, taken from a tape of the tower controller's communications, were 310 degrees at 34 knots gusting 47 knots. Another reading was taken at the of the accident calling winds at the center field sensor as 290 degrees at 27 knots gusting 44 knots. The winds at the northeast sensor were reported as 360 degrees at 28 knots with a low level wind shear (LLWS) advisory. In a written statement the pilot said that he had been cleared for takeoff on runway 24. 'Once the plane rolled past the hold short line a strong gust of wind began to push the plane sideways, from the right side of the runway to the left. The wind then sheered to the right rear quarter of the plane pushing the 207's tail into the air so that the plane stood nearly vertically on its spinner and then continued over.'
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; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,311 hours in all; 21 in this make and model; 198 in the last 90 days; 65 in the last 30 days; 2,116 as pilot in command; 1,579 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 9,389 hours
- Last inspection: annual inspection, February 15, 2000; 39 hours since
- Maximum gross weight: 3,800 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental TSIO-520-M7B (piston); 0 hours total
- Operator: Front Line Aviation
The flight
- Destination: ASX Ashland WI
- Flight plan: IFR
- Runway 24, 7,699 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 19 knots, gusting 29
- Visibility: 10 statute miles
- Sky: scat at 9,500 ft
- Temperature: 66°F (19°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 8:58 pm from GRB
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.