Boeing E75 accident near Shuteston, Louisiana, June 7, 2024
On June 7, 2024 at about 11:20 pm local time, a 1942 Boeing E75, registered N768WM, was substantially damaged in an accident during landing (landing roll) near Shuteston, Louisiana (Ron airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot failure to maintain directional control while landing on a wet grass strip.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 7, 2024 · about 11:20 pm local time
- Place
- Shuteston, Louisiana · Ron · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing E75, built 1942 · all E75s on the register
- Registration
- N768WM · registry record · serial 75-7394
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While performing a full stop landing to a wet grass strip in a tailwheel-equipped airplane, the pilot reported the airplane’s left wheel contacted soft soil. Directional control of the airplane was lost as it veered left and entered a water filled ditch on the left side of the runway resulting in the airplane nosing over and coming to rest inverted. The airplane’s vertical stabilizer and rudder sustained substantial damage. The pilot reported no mechanical malfunctions or failures with the airplane that contributed to the accident.
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
- Runway excursion during landing (landing roll)
- Loss of control on ground during landing (landing roll) defining event
The NTSB's findings
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Physical environment › Runway/land/takeoff/taxi surface › Wet surface › Effect on operation
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 7,520 hours in all; 1,100 in this make and model; 25 in the last 90 days; 14 in the last 30 days; 7,520 as pilot in command; 400 on instruments
- Last flight review: December 27, 2022
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 5,899.5 hours
- Last inspection: condition inspection, July 3, 2023
- Maximum gross weight: 3,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Pratt & Whitney R985-14B (piston); 0 hours total
- Operator: Tailwinds Air INC
The flight
- Departed from: 51LS Sunset LA at 10:50 am
- Flight plan: none
- Runway 18/3, 2,600 ft by 80 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 70°F (21°C)
- Altimeter: 29.91 inHg
- Observation at 6:10 am from KOPL, 7 miles away
Weather report (METAR): KOPL 071110Z AUTO 00000KT 10SM CLR 22/21 A2991 RMK AO2 T02150208
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN24LA213.