Beech 58P accident near Escalante, Utah, June 19, 2024
On June 19, 2024 at about 2:09 am local time, a 1979 Beech 58P, registered N9NS, was substantially damaged in an accident during enroute (cruise) near Escalante, Utah. It was an executive or corporate 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).
The NTSB's probable cause their words, unchanged
The failure of the windshield for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 19, 2024 · about 2:09 am local time
- Place
- Escalante, Utah · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 58P, built 1979 · all 58Ps on the register
- Registration
- N9NS · registry record · serial TJ-238
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the pressurized airplane was in cruise flight at an altitude of 21,000 ft when the front windshield broke apart and the airplane depressurized. The pilot donned his oxygen mask while initiating an emergency descent, diverted to the nearest airport, and landed without further incident. Examination revealed that the center area of the windshield had departed the airplane, and portions of the windshield remained in the frame. Review of airplane records revealed that the windshield was replaced 1,972 flight hours before the accident. The windshield anti-ice hot plate was resealed several months before the accident; however, whether that maintenance contributed to the failure could not be determined.
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
- Part(s) separation from AC during enroute (cruise) defining event
The NTSB's findings
- Aircraft › Aircraft structures › Windows › windshield system › Flight compartment windows › Failure
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,532 hours in all; 341 in this make and model; 34 in the last 90 days; 15 in the last 30 days; 1,453 as pilot in command
- Last flight review: December 29, 2022
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,256 hours
- Last inspection: annual inspection, May 24, 2024
- Maximum gross weight: 6,200 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Continental TSIO-520-WB (piston); 7,909 hours total
- Engine 2: Continental TSIO-520-WB (piston); 5,475 hours total
The flight
- Departed from: HND Henderson NV at 1:03 am
- Destination: APA Englewood CO
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 030° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 21°F (-6°C)
- Altimeter: 29.80 inHg
- Observation at 6:53 pm from KPGA
Weather report (METAR): KPGA 190153Z AUTO 03006KT 10SM CLR 29/M06 A2980 RMK AO2 SLP029 T02891056
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.