A Cirrus Design Corp SR22, registration N705CD, was substantially damaged in an accident near Lexington, South Carolina, on February 6, 2026, at 0921 local time. The pilot sustained serious injuries and one passenger was fatally injured. The Part 91 personal flight departed Columbia Metro Airport (CAE), Columbia, South Carolina, and the airplane impacted trees and terrain near White Plains Airport (SC99) during an attempted diversion following a reported loss of engine power.
According to witness statements, the pilot and passenger arrived at CAE at about 0800 and conducted a preflight inspection. Witnesses stated the airplane was moved into sunlight to “warm it up and melt the frost.” The pilot taxied for departure and took off for the intended destination of Pryor Field Regional Airport (DCU), Decatur, Alabama, about 295 nautical miles west-northwest.
Background information in the preliminary documentation described the pilot’s recent flight activity prior to the accident day. The pilot departed DCU (described as the home base) on February 3, 2026, with full fuel tanks and made two stops for additional fueling. The flight then terminated at Wilmington International Airport (ILM), North Carolina, where the pilot stopped for the evening. The pilot resumed the trip on February 4 and landed at CAE, where the airplane was parked for two nights.
Witnesses at CAE stated the pilot informed fixed base operator personnel that no services were required and that fuel would be obtained upon departure. The pilot did not order fuel before departure on February 6, according to those witness statements.
Federal Aviation Administration air traffic control communications and ADS-B data indicated the flight departed CAE on an instrument flight rules flight plan from runway 29 and flew a ground track of about 282 degrees. Air traffic control cleared the flight to climb and maintain 8,000 ft mean sea level and to proceed directly to DCU. The pilot acknowledged the clearance and climbed. The recorded track, groundspeed, and climb profile were described as steady until the airplane was about 13 nautical miles west of CAE.
Shortly after reaching 8,000 ft msl, the pilot transmitted “mayday, mayday, mayday,” and reported to the controller, “we just lost our engine,” confirming an emergency declaration. The pilot reported an airport directly below and stated an intention to divert. The airport was White Plains Airport (SC99), a private airport community in Lexington, South Carolina, located about 1.5 miles south of the airplane’s position at that time. The pilot also reported about 45 gallons of fuel onboard.
SC99 has a 3,000-ft paved runway in a 9/27 configuration at an elevation of 524 ft. As the airplane passed SC99 while descending through about 6,400 ft msl, ADS-B data showed a left turn toward the south. The airplane remained on that track for about 2 miles, then made a right teardrop turn toward the northeast, followed by a left teardrop turn back to the south. The turning maneuvers were conducted about 1.5 miles west of the airport before the airplane flew toward SC99 and joined the right downwind leg for runway 27 at about 1,600 ft msl (about 1,100 ft above ground level) at about 120 knots groundspeed.
Residential security camera video captured the airplane making a steep right turn from the base leg to final approach. Audio associated with the video was described as consistent with a propeller windmilling without engine power. When correlated with ADS-B data, the airplane was captured at about 1,290 ft msl and 81 knots groundspeed. Near the end of the turn on final approach, the altitude decreased to about 1,090 ft msl and the groundspeed decreased to about 73 knots.
The last ADS-B position was recorded as the airplane descended through about 790 ft msl (about 300 ft agl) at about 70 knots groundspeed, about 2,100 ft east of the runway 27 threshold. Shortly after, the airplane impacted the tops of pine trees about 65 ft tall approximately 1,000 ft from the runway threshold. The airplane rolled inverted and impacted a level gravel road before coming to rest against trees.
The wreckage path was oriented on a magnetic heading of 277 degrees and extended about 150 ft from the initial tree impact to the main wreckage location at an elevation of about 454 ft. There was no post-impact fire. The wings and flight control surfaces remained attached. The cockpit/cabin area sustained crushing damage, and both wingtips had tree impact separations of the outboard 18 inches, found near the beginning of the wreckage path.
The airplane was equipped with a whole-airframe parachute system that was not deployed. The cockpit handle used to deploy the parachute was dislodged from its holder assembly by about 2 inches, and the safety pin was not installed. The rocket motor was not actuated, and the parachute remained in its enclosure. The cover separated during the impact sequence.
Flight control continuity was confirmed from the cockpit to the flight control surfaces, which moved freely. Aileron trim was in the neutral position and elevator trim was in a nose-up position. Both wing flaps and the actuator were found at a 50% setting. The fuel selector valve was set to the left wing fuel tank. Continuity of the right-wing fuel line could not be confirmed due to a jammed fuel selector.
After the wreckage was uprighted during recovery, about 3 total gallons of liquid consistent in “consistency, scent, and color” with 100LL aviation fuel was found. There was no breach of either fuel tank, and the gascolator was absent of debris. The propeller remained attached to the engine with three blades attached to the hub; two blades were bent aft with gouges and scrapes, and one blade was undamaged. Examination of the engine noted impact damage in the engine compartment, oil quantity indicated about 7 quarts, and no evidence of catastrophic damage to the crankcase. The crankshaft was rotated manually through 720 degrees via the propeller assembly, and anomalous damage was found to the camshaft gear. A borescope examination documented valve strikes on five of six pistons, with no internal evidence of preignition or detonation. Fuel injectors were reported free of obstructions, the engine-driven fuel pump functioned when actuated, and both magnetos produced spark when rotated with a drill.
Findings and probable cause were not stated in the preliminary information.
AviationBeacon Insight
Loss of engine power shortly after reaching cruise altitude can compress decision-making time, particularly when maneuvering to enter a pattern at a nearby private runway. Workload typically increases during an emergency descent, while airspeed control, turn coordination, and pattern geometry remain critical. When joining a downwind-to-base-to-final sequence without power, spacing and turn radius must be managed to avoid tightening turns close to the ground. For aircraft equipped with an airframe parachute system, crews should be current on activation criteria and handle security, including pin status and access during high workload.
Pilot Perspective: In an engine-out diversion to a nearby runway, what approach plan and minimum altitude gates do you use to decide between continuing the pattern versus selecting an off-airport landing option?
We welcome operational perspectives from readers.
