Cessna 172RG and Beech F90 accident near Philadelphia, Pennsylvania, August 13, 1993
On August 13, 1993 at about 4:06 pm local time, 2 aircraft, Cessna 172RG (N6419V) and Beech F90 (N131CD), were involved in the same accident near Philadelphia, Pennsylvania (Northeast Philadelphia airport). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF THE CESSNA PILOT TO REMAIN CLEAR OF THE PARKED BEECH C90.
FAILURE OF THE CESSA PILOT TO REMAIN CLEAR OF THE PARKED BEECH C90.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 13, 1993 · about 4:06 pm local time
- Place
- Philadelphia, Pennsylvania · Northeast Philadelphia · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 172RG · all 172RGs on the register
- Registration
- N6419V · registry record · serial 172RG0680
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Beech F90 · all F90s on the register
- Registration
- N131CD · registry record · serial LA-82
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 172RG final · quoted from the NTSB record
A CESSNA 172RG PILOT STARTED TO TAXI AROUND A PARKED BEECH C90 (KING AIR), BUT THE LEFT WING OF THE CESSNA HIT THE RIGHT WING OF THE KING AIR. THIS OCCURRED AS THE KING AIR PILOT WAS GETTING ATIS INFO AND WAS AWAITING CLEARANCE WITH THE ENGINES OPERATING. THE CESSNA PILOT STATED HE TAXIED TOWARD THE KING AIR FROM THE REAR AND TRIED TO PASS TO THE RIGHT. AS THE CESSNA NEARED THE PARKED KING AIR, THE CESSNA PILOT REALIZED HIS LEFT WING WOULD NOT CLEAR THE KING AIR'S RIGHT WING, SO HE APPLIED RIGHT RUDDER, RIGHT BRAKE, THEN BOTH BRAKES, BUT TO NO AVAIL. AFTER THE WING TIPS COLLIDED, THE CESSNA PIVOTED FURTHER LEFT, AND ITS PROPELLER HIT THE KING AIR'S WING. THE INVESTIGATION DID NOT DISCLOSE EVIDENCE OF MECHANICAL MALFUNCTION OF THE CESSNA'S BRAKES.
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 Beech F90 final · quoted from the NTSB record
A CESSNA 172RG PILOT STARTED TO TAXI AROUND A PARKED BEECH C90 (KING AIR), BUT THE LEFT WING OF THE CESSNA HIT THE RIGHT WING OF THE KING AIR. THIS OCCURRED AS THE KING AIR PILOT WAS GETTING ATIS INFO AND WAS AWAITING CLEARANCE WITH THE ENGINES OPERATING. THE CESSNA PILOT STATED HE TAXIED TOWARD THE KING AIR FROM THE REAR AND TRIED TO PASS TO THE RIGHT. AS THE CESSNA NEARED THE PARKED KING AIR, THE CESSNA PILOT REALIZED HIS LEFT WING WOULD NOT CLEAR THE KING AIR'S RIGHT WING, SO HE APPLIED RIGHT RUDDER, RIGHT BRAKE, THEN BOTH BRAKES, BUT TO NO AVAIL. AFTER THE WING TIPS COLLIDED, THE CESSNA PIVOTED FURTHER LEFT, AND ITS PROPELLER HIT THE KING AIR'S WING. THE INVESTIGATION DID NOT DISCLOSE EVIDENCE OF MECHANICAL MALFUNCTION OF THE CESSNA'S BRAKES.
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 Cessna 172RG from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 8,000 hours in all; 200 in this make and model; 27 in the last 90 days; 20 in the last 30 days; 7,300 as pilot in command; 5,700 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,518 hours
- Last inspection: annual inspection, November 1, 1992; 25 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming O-320 (piston); 0 hours total
The flight
- Departed from: PNE
- Destination: HYA Hyannis MA
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 5 statute miles
- Sky: broken clouds at 1,500 ft; not recorded
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 5:00 pm from PNE, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 1 |
The factual record for the Beech F90 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,616 hours in all; 296 in this make and model; 42 in the last 90 days; 20 in the last 30 days; 1,615 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,500 hours
- Last inspection: approved inspection programme, February 1, 1993; 104 hours since
- Maximum gross weight: 11,000 lb
- Seats: 8
- Landing gear: retractable
- Engine: P&W PT6A (turboprop); 0 hours total
- Operator: United Refrig. INC.
The flight
- Departed from: PNE
- Destination: TTN Trenton NJ
- Flight plan: IFR
- Runway 0
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.