On July 4, 2011, about 0830 eastern daylight time, an experimental, amateur-built RV-4, N3226N, experienced a loss of engine power after takeoff from the Indian Hammock Airport (FL75), Fort Drum, Florida. The certificated private pilot and passenger were not injured. The airplane sustained substantial damage to the right wing and fuselage. The flight was operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal, local flight. Visual meteorological conditions prevailed and no flight plan had been filed.

The pilot reported to a Federal Aviation Administration (FAA) inspector, that approximately 30 feet above ground level the engine experienced a total loss of engine power. He had approximately 1,500 feet of runway remaining and he attempted to land the airplane on the remaining runway. He reported that in order to avoid a ditch, located at the end of the runway, he attempted to turn the airplane during the landing rollout, striking the wing on the turf runway. The airplane came to rest facing down the runway, opposite the direction of travel. He further reported that the fuel had been removed from the fuel tanks to facilitate recovery of the airplane.

Initial examination by an FAA inspector revealed that the right wing was damaged, the gear had collapsed, and the fuselage was substantially damaged. The fuel tanks were devoid of fuel and due to the damage to the engine the presence of fuel could not be determined. However, it was noted that there was an area of blight approximately 3 square feet, where the airplane came to rest. Examination of the engine revealed that continuity was confirmed throughout the engine and that there were no preimpact mechanical malfunctions that would have precluded normal operation.

The 0835 recorded weather at the Okeechobee County Airport (OBE), Okeechobee, Florida, located approximately 19 miles to the south of the accident location, included wind from 100 degrees at 3 knots, visibility 10 miles, clear skies, temperature 25 degrees C, dew point 22 degrees C, and an altimeter of 30.02 inches of mercury.

The carburetor icing probability chart from the FAA Special Airworthiness Information Bulletin (SAIB): CE-09-35 Carburetor Icing Prevention, shows a probability of serious icing at glide power at the temperature and dew point recorded at the time of the accident.