# NTSB CEN24LA100: Beechcraft BE58, N811CW, DeRidder, LA, January 26, 2024 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: January 26, 2024, 17:55 local (23:55 UTC) - Place: DeRidder, LA - Coordinates: 30.215164, -93.151194 - Nearby events: https://openairdocs.org/map.md?lat=30.2152&lon=-93.1512&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Windshear or thunderstorm](https://openairdocs.org/ntsb-events/390) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: FAA - NTSB case key (mKey): 193716 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN24LA100 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193716/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=193716 - Page: https://openairdocs.org/ntsb/CEN24LA100 ## Probable cause The pilot’s encounter with heavy rain, hail, and severe turbulence associated with a thunderstorm, which resulted in substantial damage to the airplane. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Turbulence: convective turbulence](https://openairdocs.org/ntsb-findings/03032020): Environmental issues › Conditions/weather/phenomena · Effect on equipment (probable cause); cases with it: [Beech 58, 1 case](https://openairdocs.org/ntsb-findings/03032020/cases.md?model=1152740), [All aircraft, 145 cases](https://openairdocs.org/ntsb-findings/03032020/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot; cases with it: [Beech 58, 6 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=1152740), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Turbulence encounter](https://openairdocs.org/ntsb-events/360); cases with it: [Beech 58, 1 case](https://openairdocs.org/ntsb-events/360/sequence.md?model=1152740), [All aircraft, 423 cases](https://openairdocs.org/ntsb-events/360/sequence.md) - [Enroute-cruise: Windshear or thunderstorm](https://openairdocs.org/ntsb-events/390) (defining event); cases with it: [Beech 58, 1 case](https://openairdocs.org/ntsb-events/390/sequence.md?model=1152740), [All aircraft, 224 cases](https://openairdocs.org/ntsb-events/390/sequence.md) ## Analysis The pilot had flown the reverse route earlier in the day and was on the return flight in night instrument meteorological conditions when the accident occurred. The airplane sustained substantial damage when it encountered a thunderstorm that contained heavy rain, severe turbulence, and hail during cruise flight. The pilot landed the airplane without further incident. The pilot was aware of the weather front along his route of flight and was monitoring it using Next-Generation Weather Radar (NEXRAD) imagery delivered via XM Satellite during his flight. The pilot was also communicating with air traffic control to establish a route between weather cells with high to extreme precipitation. When asked by air traffic control if he had weather radar on board, the pilot responded that he did. The pilot had NEXRAD weather imagery, which has a time lag from when the image is created to when it is displayed to the pilot. NEXRAD is not an airborne weather radar system, which would have provided real time weather information. It is likely that the controller, based on the pilot’s response, believed the pilot could see the weather in real time verses the latency involved in using NEXRAD imagery. This information likely affected the controller’s suggestions to the pilot regarding possible routes through the weather front. Although he was aware of the time lag in images, it is likely that the pilot did not fully appreciate the actual lag time of the weather imagery he was using to make his route choices. ## Factual narrative On January 26, 2024, about 1755 central daylight time, a Beechcraft BE58, N811CW, was substantially damaged when it was involved in an accident near Deridder, Louisiana. The pilot and one passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. ADS-B data provided by the Federal Aviation Administration showed the airplane departed Abilene Regional Airport (ABI), Abilene, Texas, about 1714. The flight’s intended destination was Abbeville Chris Crusta Memorial Airport (IYA), Abbeville, Louisiana. While en route, the airplane encountered thunderstorm which contained heavy rain, severe turbulence, and hail and the flight diverted to Chennault International Airport (CWF), Lake Charles, Louisiana (see Figure 1). Figure 1. Route of Flight (ADS-B data) The pilot stated that he had flown from IYA to ABI earlier that day and was on a return flight to IYA when the accident occurred. He said his biggest concern for the flight was convective activity and that he flew below the freezing level to avoid any threats from icing. He obtained a weather briefing from ForeFlight for both flights. The pilot said the airplane was equipped with a Garmin 750, which had XM Satellite NEXRAD imagery but did not have airborne weather radar. He had been monitoring the weather for 50-60 miles before the weather encounter, which his NEXRAD showed south of his route and air traffic control (ATC) confirmed. He did not notice any significant movement of the weather return echoes. The pilot described his Garmin display as having three levels – green-yellow-red. He couldn’t recall his distance from the “echoes” at the time of the weather encounter but indicated he was attempting to remain outside of all the “echoes.” He believed ATC and his display were in agreement, and that the latency was consistent at 3-5 minutes between images. According to ATC recordings, the air traffic controller at the Houston Air Route Traffic Control Center, communicated with the pilot, at 1743:48 (#1 on Figure 2). The controller notified the pilot that there were areas of moderate, heavy, and extreme precipitation about 25 miles ahead of him. The controller offered the pilot a northerly course of about 075-080° and a southerly course as options to navigate through gaps in the reported weather. The pilot chose the northerly heading and changed course about 2 minutes later to about 080°. Figure 2. Location of ATC communications / events At 1745:27 (#2 on Figure 2), shortly after the pilot turned to the 080° heading, the controller offered a third option of flying 025-030° further north before turning east. The controller explained that this would put the pilot in a larger area of only moderate precipitation but would avoid having to fly through a gap in the weather cells. The pilot replied that he would maintain his current heading and would let ATC know if he decided to turn to the 025-030° heading. At 1747:28 (#3 on Figure 2), the controllerasked the pilot, “do you have weather radar on board?” The pilot replied, “affirm.” At 1749:39 (#4 on Figure 2), the controller asked the pilot if he was seeing the area of storms they had previously discussed about 10-15° off to his left. It is unclear what the pilot said on the audio recordings in response to this question. The controller then told the pilot that there were areas of embedded heavy precipitation at 12 o’clock about 20 miles ahead and more at 11-12 o’clock about 25 miles ahead. The controller relayed to the pilot that it might be possible to navigate through the gap between the two areas of heavy precipitation or that the pilot could “continue east” referring to the 025°-030° course suggestion given earlier. At 1754:10 (#5 on Figure 2), the airplane turned left to a heading of about 040°. At 1755:04 (#6 on Figure 2), The pilot transmitted to the controller, “in severe turbulence, turbulence and hail for one charlie whisky.” In the communications that followed between the pilot and the controller, the pilot communicated that the airplane was damaged and he would like to divert, which led to a landing without incident at Chennault International Airport. ## Aircraft - Registration: [N811CW](https://openairdocs.org/aircraft/N811CW), registered now, S/N TH-1351, built 1982 (OpenAirDocs) - Reported make and model: Beechcraft BE58 - Registry model: [Beech 58](https://openairdocs.org/model/beech-58) (registry code 1152740) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: TH-1351 - Year built: 1982 - Airframe hours: 4678 - Engines: Continental IO-550-C1F reciprocating; Continental IO-550-C1F reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: J&H Aviation LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 6, 2023 - Departed: KABI, Abilene, TX - Destination: KIYA, Abbeville, LA - Flight plan: IFR - Airport: KCWF, Chennault International Airport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 71; injuries: none; flight instructor, airline transport; airplane ratings: single-engine sea, single-engine land, multi-engine land; instrument ratings: airplane, helicopter; medical: class 2, with waivers/limitations; seat: left; flight hours: 30,000 total, 1,000 in this make and model, 100 in the last 90 days ## Weather - Conditions: Instrument (IMC), Night - Wind: 70° at 8 knots - Visibility: 9 statute miles - Lowest ceiling: 400 ft broken - Temperature: 63 °F, dew point 63 °F - Altimeter: 29.95 inHg - Observed at: KDRI, 18 nm away - METAR: METAR KDRI 262355Z AUTO 07008KT 9SM -RA VCTS BKN004 OVC011 17/17 A2995 RMK AO2 CIG 004V006 P0000 T01650165 $= ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Incident 20240126002049I](https://openairdocs.org/incident/20240126002049I), Jan 26, 2024: Beech BE:58, Leesville, LA, Substantial damage. Due to en-route hail encounter, aircraft received hail damage to include, dented sign on leading edges, and wings, cracked roof nacells and tip fairing, dented… ## Docket (12 files) The files NTSB released with the investigation on February 20, 2025, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=193716. 238 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16809586&FileExtension=pdf&FileName=CEN24LA100%20-%206120%20-%20Ron%20Wolf_redacted-Rel.pdf - Photos (item 2, PDF, 4 pages, 169 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16809442&FileExtension=pdf&FileName=CEN24LA100%20-%20Photo%20Summary-Rel.pdf - Illustrations (item 3, PDF, 12 pages, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17045945&FileExtension=pdf&FileName=CEN24LA100%20-%20Illustrations-Rel.pdf - Record of conversation - wolf, ronald (item 4, PDF, 3 pages, 95 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16923091&FileExtension=pdf&FileName=CEN24LA100%20-%20ROC%20Wolf,%20Ronald-Rel.pdf - Transcript of radio communications (item 5, PDF, 5 pages, 140 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16923278&FileExtension=pdf&FileName=CEN24LA100%20-%20ATC%20Communications%20Summary-Rel.pdf - Audio file (item 6, WAV, 175 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16923288&FileExtension=wav&FileName=N811CW%20R26%2001262024-Rel.wav - ADS-B data (item 7, XLSX, 17.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16923179&FileExtension=xlsx&FileName=ADS-B%20Data-Rel.xlsx - Meteorology factual (item 8, PDF, 49 pages, 8.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17044825&FileExtension=pdf&FileName=CEN24LA100%20-%20DeRidder,%20LA%20WX%20Factual-Rel.pdf - Meteorology attachment 1 - goes-16 infrared satellite animation (item 9, GIF, 7.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17045373&FileExtension=gif&FileName=GOES-16%20IR%20animation-Rel.gif - Meteorology attachment 2 - goes-16 infrared satellite animation with lightning (item 10, GIF, 7.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17044728&FileExtension=gif&FileName=GOES-16%20IR%20and%20lightning-Rel.gif - Meteorology attachment 3 - lake charles WSR-88D animation (item 11, AVI, 17.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17045391&FileExtension=avi&FileName=Attachment%203%20-%20KLCH%20WSR-88D%20animation%201.76%20base%20reflectivity-Rel.avi - Meteorology attachment 4 - xm weather radar imagery (item 12, PDF, 14 pages, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17045077&FileExtension=pdf&FileName=Attachment%204%20-%20Meteorology%20XM%20Weather%20radar%20images-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.