Beech 200 and Cessna 177 accident near Wonder Lake, Illinois, June 10, 1993
On June 10, 1993 at about 3:00 pm local time, 2 aircraft, Beech 200 (N210PH) and Cessna 177 (N34639), were involved in the same accident near Wonder Lake, Illinois (Greenwood-Galt airport). 1 person was seriously injured; 5 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE PILOT OF THE BEECH 200, N210PH, TO MAINTAIN SUFFICIENT RUNWAY ALIGNMENT TO PREVENT THE AIRPLANE FROM DEPARTING THE RUNWAY.
THE FAILURE OF THE PILOT OF THE BEECH 200, N210PH, TO MAINTAIN SUFFICIENT RUNWAY ALIGNMENT TO PREVENT THE AIRPLANE FROM DEPARTING THE RUNWAY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 10, 1993 · about 3:00 pm local time
- Place
- Wonder Lake, Illinois · Greenwood-Galt · map
- Type
- Accident · collision on the ground
- Injuries
- 1 person was seriously injured; 5 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Beech 200 · all 200s on the register
- Registration
- N210PH · no longer on the register · serial BB360
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
- Aircraft 2
- Cessna 177 · all 177s on the register
- Registration
- N34639 · no longer on the register · serial 17701916
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Beech 200 final · quoted from the NTSB record
THE PILOT OF THE BEECH 200 KING AIR, N210PH, STATED THAT THIS WAS THE FIRST TIME HE HAD LANDED THIS AIRPLANE AT THE AIRPORT; ALL PREVIOUS LANDINGS WERE WITH CESSNA 400 SERIES AIRPLANES. THE BEECH 200 MAIN LANDING GEAR IS 17 FT 2 IN WIDE. THE RUNWAY WIDTH IS 36 FT. SHORTLY AFTER TOUCHDOWN THE AIRPLANE DRIFTED LEFT UNTIL THE LEFT MAIN LANDING GEAR TIRES WENT OFF THE RUNWAY INTO THE GRASS. THE PILOT WAS UNABLE TO GET THE LEFT TIRES BACK ONTO THE RUNWAY USING RIGHT BRAKING & MAXIMUM REVERSE THRUST. THE AIRPLANE COLLIDED WITH THE CESSNA 177, N34639, WHICH WAS HOLDING ON THE RUNWAY EDGE HOLDING PAD LOCATED AT THE APRX MID-POINT OF THE RUNWAY. THE PILOTS HAD BEEN IN RADIO CONTACT WITH EACH OTHER, AND THE PILOT OF THE BEECH 200 SAID THERE WOULD BE ADEQUATE CLEARANCE BETWEEN THE TWO AIRPLANES.
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 NTSB's narrative for the Cessna 177 final · quoted from the NTSB record
THE PILOT OF THE BEECH 200 KING AIR, N210PH, STATED THAT THIS WAS THE FIRST TIME HE HAD LANDED THIS AIRPLANE AT THE AIRPORT; ALL PREVIOUS LANDINGS WERE WITH CESSNA 400 SERIES AIRPLANES. THE BEECH 200 MAIN LANDING GEAR IS 17 FT 2 IN WIDE. THE RUNWAY WIDTH IS 36 FT. SHORTLY AFTER TOUCHDOWN THE AIRPLANE DRIFTED LEFT UNTIL THE LEFT MAIN LANDING GEAR TIRES WENT OFF THE RUNWAY INTO THE GRASS. THE PILOT WAS UNABLE TO GET THE LEFT TIRES BACK ONTO THE RUNWAY USING RIGHT BRAKING & MAXIMUM REVERSE THRUST. THE AIRPLANE COLLIDED WITH THE CESSNA 177, N34639, WHICH WAS HOLDING ON THE RUNWAY EDGE HOLDING PAD LOCATED AT THE APRX MID-POINT OF THE RUNWAY. THE PILOTS HAD BEEN IN RADIO CONTACT WITH EACH OTHER, AND THE PILOT OF THE BEECH 200 SAID THERE WOULD BE ADEQUATE CLEARANCE BETWEEN THE TWO AIRPLANES.
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 for the Beech 200 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,606 hours in all; 46 in this make and model; 100 in the last 90 days; 42 in the last 30 days; 4,990 as pilot in command; 1,861 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 4,300 hours
- Last inspection: approved inspection programme, March 31, 1993; 50 hours since
- Maximum gross weight: 12,590 lb
- Seats: 12
- Landing gear: retractable
- Engine: P&W PT6A-41 (turboprop); 0 hours total
- Fire on the ground
- Operator: Pontiac Coil, INC.
The flight
- Departed from: PTK Pontiac MI at 1:23 pm
- Flight plan: IFR
- Runway 27, 3,100 ft by 36 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 3 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 7,000 ft; not recorded at 7,000 ft
- Temperature: 73°F (23°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
- Observation at 2:55 pm from NBU, 29 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
The factual record for the Cessna 177 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 235 hours in all; 8 in this make and model; 60 in the last 90 days; 20 in the last 30 days; 117 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,020 hours
- Last inspection: annual inspection, December 1, 1992; 20 hours since
- Maximum gross weight: 2,500 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-360-A1F6D (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 10K
- Flight plan: none
- Runway 27, 3,100 ft by 36 ft
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.
Other NTSB records under N210PH the same tail number, which may have belonged to a different aircraft at the time
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.