Cirrus SR22, N705CD, fatal accident occurred on February 6, 2026, near Whiteplains Airport (SC99), Lexington, South Carolina

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N705CD

Aaron McCarter, NTSB IIC

- History of Flight:
On February 6, 2026, at about 0920 local time, a Cirrus SR22, N705CD, registered to LearjetJohn Flying Club LLC out of Moulton, Alabama, was substantially damaged when it impacted trees and terrain near the Whiteplains Airport (SC99), Lexington, South Carolina. The pilot flying sustained serious injuries, and passenger sustained fatal injuries. The cross-country personal flight originated from the Columbia Metropolitan Airport (CAE/KCAE), Columbia, South Carolina, and was destined to Decatur-Pyor Airport (DCU/KDCU), Decatur, Alabama.

According to preliminary automatic dependent surveillance-broadcast (ADS-B) data, at 0905:00, the airplane departed runway 29 at KCAE and proceeded to climb to an altitude of 8,000 ft. At about 0913:30, the airplane initiated a descending left hand turn from that altitude after the pilot reported engine issues. A few moments later, the pilot reported an engine failure and that he was looking for a place to land. The controller gave the pilots vectors to Whiteplains (SC99). At 19:18:25, the airplane was descending through 1,800 ft and was less than a mile from the airport, but was too high and fast for an approach to runway 9. The airplane then entered a right pattern for runway 27. At 0919:27, the airplane was at 1,300 ft when it entered a base-to-final turn for the runway. However, the airplane ended up impacting trees about 1,800 ft short of the runway (see figures).

Figure 1: Overall review of flight (Flightradar24 KML file)

Figure 2: Altitude when aircraft started descent

Figure 3: Approach to SC99

Figure 4

- Pilot Information:
Unknown.

- Airplane Information:
The accident aircraft, MSN 0005, was manufactured in 2001. It was a four-seat low-wing monoplane aircraft of composite construction. It was powered by a 310 HP Continental TSIO-550-K engine driving a three-blade constant speed governor-regulated propeller. The airplane was IFR capable and did not have any known damage history.

According to section 10 of the Pilot Operating Handbook (POH):

"Cirrus Airframe Parachute System (CAPS) The Cirrus Airframe Parachute System (CAPS) is designed to lower the aircraft and its passengers to the ground in the event of a lifethreatening emergency. CAPS deployment is likely to result in damage to the airframe and, possible injury to aircraft occupants, its use should not be taken lightly. Instead, possible CAPS activation scenarios should be well thought out and mentally practiced by every Cirrus pilot. Pilots who regularly conduct CAPS training and think about using CAPS will often have a higher probability of deploying CAPS when necessary. 

The following discussion is meant to guide your thinking about CAPS activation. Cirrus also recommends that pilots discuss CAPS deployment scenarios with instructors as well as fellow pilots through forums such as the Cirrus Owners and Pilots Association. In the event of a spin or loss of aircraft control, immediate CAPS activation is required. (See Section 3) In other situations, CAPS activation is at the informed discretion of the pilot in command. The following discussion is intended to be informative, not directive. It is the responsibility of you, the pilot, to determine when and how the CAPS will be used. It is important to understand, however, that numerous fatalities that have occurred in Cirrus aircraft accidents likely could have been avoided if pilots had made the timely decision to deploy CAPS. It is also important to note that CAPS has been activated by pilots at speeds in excess of 180 knots on multiple occasions with successful outcomes. While the best speed to activate CAPS is below 140 knots indicated airspeed, a timely activation is most important for loss of control situations."

Landing Required in Terrain not Permitting a Safe Landing
"If a forced landing on an unprepared surface is required CAPS activation is recommended unless the pilot in command concludes there is a high likelihood that a safe landing can be accomplished. If a condition requiring a forced landing occurs over rough or mountainous terrain, over water out of gliding distance to land, over widespread ground fog or at night, CAPS activation is strongly recommended. Numerous fatalities that have occurred in Cirrus aircraft accidents likely could have been avoided if pilots had made the timely decision to deploy CAPS. 

While attempting to glide to an airfield to perform a power off landing, the pilot must be continuously aware of altitude and ability to successfully perform the landing. Pilot must make the determination by 2000' AGL if the landing is assured or if CAPS will be required."

General Deployment Information Deployment Speed 

"The maximum speed at which deployment has been demonstrated is 140 KIAS. Deployment at higher speeds could subject the parachute and aircraft to excessive loads that could result in structural failure. Once a decision has been made to deploy the CAPS, make all reasonable efforts to slow to the minimum possible airspeed. However, if time and altitude are critical, and/or ground impact is imminent, the CAPS should be activated regardless of airspeed. Deployment Altitude No minimum altitude for deployment has been set. This is because the actual altitude loss during a particular deployment depends upon the airplane's airspeed, altitude and attitude at deployment as well as other environmental factors. In all cases, however, the chances of a successful deployment increase with altitude. In the event of a spin, immediate CAPS activation is mandatory regardless of altitude. In other situations, the pilot in command may elect to troubleshoot a mechanical problem or attempt to descend out of icing conditions if altitude and flight conditions permit. As a data point, altitude loss from level flight deployments has been demonstrated at less than 400 feet. Deployment at such a low altitude leaves little or no time for the aircraft to stabilize under the canopy or for the cabin to be secured. A low altitude deployment increases the risk of injury or death and should be avoided. If circumstances permit, it is advisable to activate the CAPS at or above 2,000 feet AGL. 

While CAPS activation above 2,000 feet is not necessarily safer than activation at 2,000 feet in terms of the altitude needed to deploy the parachute and slow the descent of the aircraft, there are other risks associated with delaying deployment. Distraction, deterioration in flight conditions, aircraft damage, pilot injury or incapacitation all could take place above 2,000 feet and prevent a timely deployment. 

At any altitude, once the CAPS is determined to be the only alternative available for saving the aircraft occupants, deploy the system without delay."

- Wreckage and Impact Information:
According to the NTSB IIC, the airplane impacted trees about 1800 ft short of runway 27 at  SC99, which resulted in damage to both wingtips. The airplane tumbled out of control and rolled about 200 ft before coming to rest inverted. There was no post accident fire. The Cirrus Airframe Parachute System (CAPS) was not deployed, and the IIC was waiting for a Cirrus representative to arrive on scene to disarm it before the on-scene examination.

- Airport Information:
SC99 sits at an elevation of 524 ft. The airport features a single asphalt runway 9/27.

- Weather:
Weather was reported good at the time of the accident.

METAR KCAE 061356Z 24004KT 8SM CLR 01/M03 A2991 RMK AO2 SLP129 T00061028

METAR KCAE 061456Z 25008KT 10SM CLR 04/M03 A2990 RMK AO2 SLP125 T00391033 58005

- Additional Information:
No