Embraer EMB-145LR accident near Pioneer, Louisiana, June 28, 2010
On June 28, 2010 at about 10:52 pm local time, a Embraer EMB-145LR, registered N601DW, was involved in an accident during enroute (cruise) near Pioneer, Louisiana. It was flown under scheduled airline rules (Part 121). 2 people were seriously injured and 3 people had minor injuries; 40 others were unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The inadvertent encounter with convective weather during cruise flight. Contributing to the accident was the flight crew's failure to detect and avoid the thunderstorm cell earlier in the flight, and the failure of air traffic controllers to provide the convective weather information to the flight crew.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 28, 2010 · about 10:52 pm local time
- Place
- Pioneer, Louisiana · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 3 people had minor injuries; 40 others were unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Embraer EMB-145LR · all EMB-145LRs on the register
- Registration
- N601DW · no longer on the register · serial 145046
- Damage
- Not recorded
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The commercial flight was cruising at an altitude of 38,000 feet when the flight crew made a public announcement to the passengers (and a separate call to the flight attendant) that they may encounter turbulence, and the fasten seatbelt sign was turned on. The captain said they entered clouds and the flight was smooth for about 10 minutes when they noticed a very small red return (thunderstorm cell)on the radar about 5 miles in front of them. The crew did not have enough time to take evasive action and they penetrated the cell, encountering moderate rain with a strong updraft followed by one instance of a severe downdraft. The autopilot disengaged and the captain assumed control of the airplane. Shortly after, the flight attendant called on the interphone and said that she was assisting an elderly passenger in the lavatory when the upset occurred and they were both seriously injured. The captain immediately declared an emergency and landed without further incident. Weather Surveillance Radar (WSR) imagery identified a discrete cell of strong reflectivity values coincident with the airplane's position at the time of the turbulence event. A review of recorded weather data from two separate air traffic control centers handling the flight showed that moderate to extreme intensity precipitation existed ahead of the airplane for an extended period. However, the controllers did not recall seeing any displayed precipitation in the accident location, although they did recall seeing precipitation in other locations around the area. Review of display settings in use by the controllers showed no reason that the weather would not have been displayed, and there was no indication of a system malfunction. Review of ATC communications between the controllers and the flight crew revealed there were no discussions of the precipitation and thunderstorm activity ahead of the flight as required per Federal Aviation Administration (FAA) Order 7110.65, paragraph 2-6-4, "Weather and Chaff Services."
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
What happened, in order
- Inflight upset during enroute (cruise)
- Turbulence encounter during enroute (cruise) defining event
The NTSB's findings
- factor Personnel issues › Task performance › Communication (personnel) › Lack of communication › ATC personnel
- factor Personnel issues › Task performance › Planning/preparation › Weather planning › Flight crew
- cause Environmental issues › Conditions/weather/phenomena › Turbulence › Convective turbulence › Effect on operation
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 10,597 hours in all
- Last flight review: February 18, 2010
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 3,041 hours in all
- Last flight review: January 19, 2009
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 28,747 hours
- Last inspection: continuous airworthiness programme, June 26, 2010
- Seats: 55
- Landing gear: fixed
- Engine 1: Allison AE3007C SER (turbofan); 0 hours total
- Engine 2: Allison AE3007C SER (turbofan); 0 hours total
- Operator: American Eagle Airlines INC
The flight
- Departed from: GSO Greensboro NY at 9:05 pm
- Destination: DFW Dallas TX
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 100° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 99°F (37°C), dew point 73°F (23°C)
- Altimeter: 29.80 inHg
- Observation at 10:29 pm from BQP, 19 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Cabi | 1 | |||
| Flight crew | 2 | |||
| Passengers | 1 | 3 | 38 |
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.