By RASHAD ROLLE

Tribune News Editor

rrolle@tribunemedia.net

A US-registered aircraft that went down near Marsh Harbour last year likely crashed due to a loss of control in flight, according to the final report from the Aircraft Accident Investigation Authority (AAIA), which cites gusty crosswinds and possible pilot impairment as contributing factors.

The August 4, 2024, crash claimed the life of 59-year-old pilot Chris Moore of Louisville, Kentucky, the sole occupant of the aircraft.

The light aircraft, identified as N351BL, was found with extensive damage after a two-day, multi-agency search and rescue effort led by the Royal Bahamas Defence Force, United States Coast Guard, and Royal Bahamas Police Force. No distress call was received prior to the crash.

The AAIA concluded that “loss of control in flight (LOC-I) resulting in subsequent impact with terrain” was the probable cause. Weather conditions at the time, affected by the proximity of Tropical Storm Debby, may have exceeded the aircraft’s crosswind limitations. Winds were reported at 15-25 knots with gusts surpassing 25 knots, well above the 15-knot crosswind limit recommended for average pilots and even the 22-knot limit for skilled operators.

The pilot, who held a Sport Pilot Certificate issued by the Federal Aviation Authority (FAA), was not required to maintain a medical certificate under US regulations. However, medical history reviewed during the investigation revealed a diagnosis of seizure disorder, along with other conditions including hypertension, ADD, and hyperlipidemia. The pilot managed the seizure disorder with a surgically implanted neurostimulator device, which showed no abnormal activity prior to the crash.

Toxicology tests found the presence of multiple substances in the his system, including diazepam, cyclobenzaprine, lamotrigine, cetirizine, and delta-8-THC, a psychoactive compound derived from cannabis. The combination of these substances raised the possibility of impaired cognitive and motor function, although the investigation could not definitively conclude that impairment occurred due to limitations in post-mortem analysis.

“There would potentially exist a greater possibility for the pilot to be impacted in a negative manner by these substances,” the report noted, while acknowledging that the precise effects could not be confirmed due to decomposition and limited sample availability.

Wreckage recovered from the crash site showed no signs of mechanical failure. The airframe and engine were both found to be free of pre-impact defects. Control surfaces such as the elevator, rudder, and ailerons were connected and intact at the time of investigation, though many components exhibited impact-related damage.

The flaps were deployed at the time of impact, and the elevator trim was found in a neutral position, suggesting the aircraft was configured for landing. The left side of the aircraft showed heavier damage than the right, indicating it likely struck the ground on that side first.

The aircraft was not equipped with a flight data recorder or cockpit voice recorder, and although it had ADS-B capability, no tracking data was recovered. Multiple electronic devices, including two Dynon SkyView displays, a Garmin GPS, and an Apple iPad, were recovered but yielded no usable data due to water immersion and impact damage.

The AAIA found that the aircraft was properly certified, registered, and maintained according to FAA regulations. There were no anomalies in the aircraft’s maintenance history, and it was determined to have been within its weight limits at the time of the accident.

The human factors analysis in the report highlighted a mismatch between the pilot’s abilities, the aircraft, and the challenging environmental conditions. The investigation referenced the SHEL model — software, hardware, environment, and liveware — as a framework for analysing the pilot’s interaction with both the aircraft and the surrounding conditions.