Beech A24R accident near Okeechobee, Florida, April 26, 2006
On April 26, 2006 at about 1:11 am local time, a Beech A24R, registered N9774L, was destroyed in an accident near Okeechobee, Florida. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control as a result of spatial disorientation and an in-flight break up. Contributing to the accident were the dark night and thunderstorms.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 26, 2006 · about 1:11 am local time
- Place
- Okeechobee, Florida · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A24R · all A24Rs on the register
- Registration
- N9774L · no longer on the register · serial MC-111
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The non-instrument rated private pilot was making a night cross country flight. Radar data indicated that the airplane departed, turned on course and maintained heading for about 24 minutes. The airplane then began to turn left and rapidly descend. The last radar hit placed the airplane less than 1 mile from the accident site. Examination of the wreckage indicated the airplane broke up in flight at a low altitude; the outboard wing panels and the left half of the horizontal stabilator were found about 1,000 feet from the main wreckage. All separations displayed signatures indicative of overload. The accident occurred at night with no illumination from the moon, which was more than 15 degrees below the horizon. Satellite infrared images depicted a broken cloud layer over the accident site with cloud tops near 13,000 feet. Weather radar images showed that the accident site bordered an area of VIP Level 2 moderate intensity echoes with echo tops near 13,000 feet. This area of echoes was associated with a decaying cumulonimbus cloud (thunderstorm). The proximity of the echoes to the accident site suggests the potential for moderate intensity convectively induced turbulence. It is likely that the pilot encountered instrument meteorological conditions or at least lost all visual reference, became disoriented and lost control of the airplane.
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
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 147 hours in all; 75 in this make and model
- Last flight review: August 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-360-A1B6 (piston); 0 hours total
The flight
- Departed from: CHN Wauchula FL
- Destination: FPR Fort Pierce FL
- Flight plan: none
Weather at the time
- Light: night, dark
- Wind: from 280° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 29.95 inHg
- Observation at 1:53 am from MCO, 59 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.