Incident Overview
On May 7, 2010, at approximately 1511 eastern daylight time, an experimental amateur-built Swezey/Molinar Vans RV-10, registration N110TD, was destroyed by fire following an explosion after landing at Ridgeland Airport (3J1) in Ridgeland, South Carolina. The certificated private pilot and a passenger sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91.
Pilot Account
According to the pilot, earlier that day he fueled the airplane with automotive fuel containing 10 percent alcohol and flew to Athens/Ben Epps Airport (AHN) in Athens, Georgia, to pick up his passenger. The flight departed AHN about 1400 and was flown at an altitude of 9,500 feet mean sea level, with everything appearing normal. While on short final approach, approximately 200 feet from the runway, the pilot noticed a brief whiff of an odor similar to a gas smell. After landing, the passenger asked if they should open the door; the pilot replied to wait until they cleared the runway. The airplane back taxied a short distance on the runway and then exited onto a taxiway adjacent to the ramp. As it exited, an explosion occurred, blowing out the windows and door. The pilot described it as a vapor fire with an intense flash of heat and fire that did not last long. Both occupants exited the airplane. The pilot returned to the aircraft and used an onboard handheld fire extinguisher to extinguish a fire on the cabin floor. As he walked away toward the passenger, the airplane exploded a second time and became engulfed in flames.
Aircraft and Co-owner Information
The co-owner reported that the airplane was inspected on January 2, 2010, and the fuel line tunnel was inspected and found free of debris. He stated that normally 93 octane auto fuel was used, but 100 LL aviation fuel was also acceptable. He last flew the airplane 2 to 3 weeks before the accident and did not detect any odors.
Post-Accident Examination
An FAA aviation safety inspector examined the wreckage and found the airplane completely consumed by fire except for a small portion of the tail section and the engine area forward of the firewall.
Pilot and Aircraft History
The pilot held a private pilot certificate with a single-engine land rating and a repairman experimental aircraft builder certificate with inspection authorization for the accident airplane. His most recent FAA third-class medical certificate was issued in April 2009. He reported approximately 300 total flight hours, with about 135 hours in the accident airplane. His logbook was in the airplane at the time of the accident.
According to FAA records, the airplane was manufactured and issued a special airworthiness certificate in 2008. It was equipped with a Chevrolet 2006 LS-2 engine and a Vesta 3B78 propeller. The pilot reported the airplane had accrued 150 total hours time in service prior to the accident flight.
Weather and Fuel System Details
The recorded weather at Beaufort Marine Corp Air Station (NBC), located 14 nautical miles east, at 1456 included winds from 140 degrees at 5 knots, visibility 7 miles, few clouds at 6,000 feet, temperature 32°C, dew point 16°C, and an altimeter setting of 29.98 inches of mercury.
Documentation from the kit manufacturer indicated the airplane was designed to have an IO-540 Lycoming engine. Section 37 of the fuel system notes stated fuel lines were made from soft aluminum tubing (ATO-035X3/8). Guidance was provided on flaring the ends for connections. An FAA photograph showed the fuel pump had automotive-type rubber hoses and quick clamps attaching hoses to right angle fittings.
The fuel selector valve, fuel pump, and fuel lines were located in the center fuselage between the seats, forward of the main spar carry-through. The flap motor and actuator were also in the center fuselage but aft of the main spar carry-through, near the aft passenger seats, about 20 inches from the fuel selector valve. The pilot reported that he normally raised the flaps after clearing the runway but could not recall if he did so just before the first explosion.