History of Flight
On January 15, 2010, at approximately 1450 central standard time, an experimental, amateur-built RV-4, registration N107SS, was substantially damaged when it impacted trees and terrain near Picayune, Mississippi. The certificated private pilot and the passenger sustained fatal injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which originated at Mint Julep Airpark (5MS5) about 1445. The flight was conducted under Title 14 CFR Part 91.
Before the flight, the pilot had been performing maintenance on the airplane's autopilot, which had experienced a "power flicker" in-flight that could not be duplicated on the ground. After replacing a ground wire, the pilot reassembled the airplane and prepared for a test flight. At about 1445, the pilot and passenger boarded, the engine started, and the airplane taxied out and departed to the north. The takeoff was described as "normal" by an acquaintance.
A witness standing about 1/4 mile northwest of the runway saw the airplane shortly after departure. The witness noted the airplane was low and appeared "about to do some tricks." The airplane then rolled to the left, pitched down, and impacted the ground.
Personnel Information
A review of FAA records showed the pilot held a private pilot certificate with a single-engine land rating. His most recent FAA third-class medical certificate was issued in January 2009. He had accrued 1,859 total flight hours, with 100 hours in the same make and model as the accident airplane. He logged 30 hours in the 90 days prior to the accident.
Aircraft Information
According to FAA records, the airplane received its airworthiness certificate in 1989 and was registered to an individual in June 2006. It was equipped with a Lycoming O-320 series engine and was a two-place, all-metal, low-wing, single-engine, cantilever monoplane with tailwheel landing gear. Maintenance records indicated the airframe had 1,345 total hours of operation at the time of the accident.
Meteorological Information
Weather reported at Stennis International Airport (HSA), Bay St. Louis, Mississippi, 11 nautical miles south, at 1451 included scattered clouds at 3,500 feet, 10 statute miles visibility, winds from 030 degrees at 10 knots, temperature 15°C, dewpoint 8°C, and an altimeter setting of 30.05 inches of mercury.
Wreckage and Impact Information
An FAA inspector examined the wreckage. Trees near the site appeared largely undisturbed, with branches broken vertically and vertical scratches on trunks. All flight control surfaces were accounted for. The airplane came to rest in a slight nose-down attitude, with the left wing displaced aft and the right wing forward. The front attachment point of the left wing and rear attachment point of the right wing were broken. Compression damage was noted on the trailing edge root area of the left wing, leading edge outboard section of the left wing, and leading edge root area of the right wing. The empennage was twisted left, and the left horizontal stabilizer was impact damaged. The leading edges of the elevators and rudder lacked damage, while the right side of the empennage showed compression damage. Control cable continuity was traced from the tail and left aileron to the cockpit. Both blades of the wooden propeller were broken about 4 inches outboard of the hub, with pieces scattered. A cursory engine examination found no evidence of mechanical failures or malfunctions. There was no post-impact fire, and a strong fuel odor was present. The airplane's electronic flight instrument system contained no relevant data.
Medical and Pathological Information
An autopsy performed by the Hancock County Coroner's Office listed the pilot's cause of death as "blunt frontal impact." Toxicological testing at the FAA's Bioaeronautical Sciences Research Laboratory was negative for carbon monoxide, cyanide, and ethanol.
Weight and Balance
Calculations using recovered weight and balance documents and actual occupant weights showed the airplane weighed about 1,756 pounds at takeoff, with a center of gravity (CG) at 77.67 inches aft of datum. The manufacturer's CG range at maximum gross weight (1,500 pounds) was 68.7 to 77.4 inches aft of datum. Therefore, the airplane exceeded both the maximum gross weight and the aft CG limit.