A review of Automatic Dependent Surveillance-Broadcast (ADS-B) data and air traffic control information obtained from the FAA revealed that the Cirrus SR22 departed Runway 27 at Whiteplains Airport (SC99) in Lexington, South Carolina, about 7:30 a.m.
The airplane turned to a southbound heading, climbed to an altitude of about 4,000 feet mean sea level (MSL), and flew for about 10 nautical miles (nm).
The pilot requested and was given an approach clearance for the RNAV GPS approach to Runway 17 at Barnwell Regional Airport (KBNL) in South Carolina, about 48 miles from SC99.
The air traffic controller requested that the pilot provide a position report inbound on the approach over the “FATSU” waypoint. The pilot acknowledged the request but did not report passing the waypoint.
The airplane overflew Runway 17 at KBNL at about 2,200 feet MSL and continued to fly another 113 miles on a 170° heading. The airplane crossed over the eastern coastline of Tybee Island, Georgia, and continued over the Atlantic Ocean for about 15 miles then began to slow and descend briefly.
Then, when passing through about 1,500 feet MSL, the airplane entered a left arcing descending turn with a corresponding increase in groundspeed.
The last ADS-B data received was at 8:44 a.m., as the airplane descended through 75 feet MSL about 18 nm southeast of Tybee Island.
ATC asked pilots in another airplane to check on the Cirrus. The pilots rocked their wings but were unable to get the Cirrus pilot’s attention and they continued to watch as the airplane descended into the ocean.
An autopsy of the pilot was performed by the Division of Forensic Sciences, Georgia Bureau of Investigation, Coastal Regional Medical Examiner’s Office in Pooler, Georgia. The cause of death was “drowning” and the manner of death was accidental.
The pilot reported a history of ablation for atrial fibrillation with a loop recorder implanted, for which he had received an FAA authorization for special issuance.
During the time that the pilot did not report the waypoint and did not respond to ATC, there was a 7:43 minute period of tachycardia with a median heart rate of 300 beats per minute.
Probable Cause: A loss of airplane control due to pilot incapacitation, which resulted in an overflight of his destination and subsequent descent into water.
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This May 2022 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
This accident/fatality occurred on May 6, 2022. Oddly, even though the pilot had been cleared to fly by FAA Special Issuance with a history of ablation for atrial fibrillation, there’s no mention of whether the pilot had received any of the COVID Jabs or Boosters, because those jabs have caused debilitating Myocarditis and death in a number of otherwise healthy people, and would have exacerbated this pilot’s existing medical condition.
In fact, U.S. Army Senior Flight Surgeon Lt. Col. Theresa Long, had grounded ALL of Ft. Rucker’s pilots after numerous serious health issues were presented and attributed to the shots.
Here, listen carefully to her testimony before the Idaho Legislature: “Whistleblower, Army LtCol Theresa Long MD, tells her story in part 3…” on September 25th 2022:
https://rumble.com/v1mo1kg-whistleblower-army-ltcol-theresa-long-md-tells-her-story-in-part-3-of-an-ex.html
Especially zero-in @ 32:09 where she addresses FAA medical certification of pilots!
As she further states, “According to the FAA’s own DO NOT ISSUE policies, flight certificates cannot be issued to any pilot that has taken a drug that has not been approved for at least 12-months. Since the only vaccines that are available in the United States are EUA products (Emergency Use Authorization), every pilot who has received the COVID vaccine is flying in violation of FAA policy. The FAA failed to safeguard aviation safety through adherence and compliance with the FAA’s own aeromedical policies. Ask people like Bob Snow, who experienced sudden cardiac death only minutes after landing his Airbus in Dallas… our regulatory and oversight agencies ARE INOPERABLE!”
Sad case, and RIP to the pilot. However: should a person with a known heard condition be allowed to pilot an airplane? Methinks no. We were all lucky he hit the ocean rather than some populated area.
Regards/J
I agree with having a safety pilot, but we all know there are those few pilots out there that wouldn’t use one. Sad that the pilot lost their life, but it could have been worse if this happened over land.
Sad to see this crash. Maybe the FAA needs to be more alert to this type of heart problem.
Or, maybe require a safety pilot to ride along.
The FAA was aware of this, this is why this guy had an SI. SI’s have to be renewed every year (as I understand it). Or he had to be flying on Basic Med. But have another issue with A-FIB and you have to report to the FAA Med group (so I’m told). The medical info in the NTSB record is interesting.
Meanwhile do not lump all A-FIBs or other heart conditions into the same bucket. A-FIB by itself, does not throw blood clots. It takes other co-morbitities. A-FIB by itself doesn’t require blood thinners.
If your AFIB is controlled without medication and w/o a “pace-maker” or other surgery type intervention, then you are in a different catagory.
Stress/caffeine induced AFIB in this case can be controlled by one getting out of that stressful position and/or stop drinking cafinated drinks.
However, this guy had an ablation procedure to stop A-FIB and he was on medications to regulate his heart better. And then after his “last” medical appointment, he had the problem that resulted in this crash.