History of Flight
On September 27, 2011, at 1906 eastern daylight time, an Owen model Vans RV-10 experimental amateur-built airplane, registration N499RV, was destroyed during an inflight engine fire, forced landing, and postimpact ground fire near Marietta, Ohio. The pilot and pilot-rated passenger sustained serious injuries. The airplane was operated by Veracity Aviation, LLC under 14 CFR Part 91 without a flight plan. Day visual meteorological conditions prevailed for the local flight that departed Mid-Ohio Valley Regional Airport (PKB) near Parkersburg, West Virginia, at 1846.
The pilot stated the flight was for familiarization with the aircraft, recently purchased by his employer. The pilot-rated passenger had helped assemble the airplane and completed about 20 hours of flight testing. After departure, the pilot performed basic maneuvers for 15–20 minutes before returning to PKB. Upon receiving clearance from the tower, the pilot reduced power to descend from 3,000 feet. The passenger suggested a higher power setting during descent; as the pilot increased power, a loud bang was heard from the engine compartment and oil covered the windscreen. The engine ran erratically and could not be controlled by throttle or propeller controls. The pilot relinquished control to the passenger, who had more experience in the accident airplane, and a forced landing was made to nearby wooded terrain.
The passenger reported no anomalies during the preflight inspection. Fuel tanks were topped off with about 60 gallons of 100LL aviation fuel; engine oil was at 9 quarts and no oil was added. No fuel or oil leaks were observed before departure. After departure, the pilot performed maneuvers for 10–15 minutes. On return, the tower cleared the flight to land on runway 21. As the airplane descended, a sudden explosion from the engine compartment sounded like a 12-gauge double-barrel shotgun. The engine lost power, the propeller briefly stopped then windmilled, and both windshield and side windows were quickly covered in oil. The passenger took control, verified no power by advancing throttle and mixture, declared an emergency, and the airplane collided with brush and a small tree, rotating right during impact. Approximately 30 seconds elapsed from power loss to terrain impact.
Personnel Information
Pilot: The pilot, age 24, held a commercial pilot certificate with single- and multi-engine land and instrument ratings, and a flight instructor certificate with single-engine land rating. His last medical (second-class) was on August 31, 2011, with no limitations. He had 714.0 total flight hours (647.7 PIC), 695 hours in single-engine, 19 in multi-engine, 0.2 actual instrument, 49.6 simulated, and 51.4 night. He logged 113 hours in the previous 90 days and 34 in the last 30 days. No flight within 24 hours before the accident. He had not flown the accident airplane before this flight. His last flight review was on May 26, 2011, in a PA-38-112.
Pilot-Rated Passenger: The passenger, age 55, held a private pilot certificate with single-engine land rating, and a third-class medical with corrective lens restriction. He also held four repairman certificates for amateur-built experimental airplanes. He reported 1,500 total flight hours on his April 1, 2010, medical application.
Aircraft Information
The 2011 Owen model Vans RV-10 (serial number 40373) was an amateur-built, four-seat airplane powered by a modified 280-horsepower Lycoming IO-540-C4B5 engine (serial number L-12118-48) equipped with a Whirl Wind model 400 three-blade constant-speed propeller. Empty weight was 1,776 pounds; maximum takeoff weight was 2,850 pounds.
An experimental airworthiness certificate was issued on September 3, 2011. The aircraft was purchased by Veracity Aviation, LLC from the original builder on September 5, 2011. At the time of the accident, the airplane was operating under the 40-hour initial flight test phase and had accumulated about 20 hours. The engine had 20 hours since a field overhaul on June 15, 2010, performed at J.B. Aircraft Engine Service in Sebring, Florida. The overhaul included modifications: an experimental fuel injection system and an experimental forward-facing cold air induction system, resulting in an experimental engine classification.
Postaccident maintenance record review found no unresolved airworthiness issues. Recorded engine maintenance included oil changes at 1.5 and 15 hours since overhaul, and installation of a deflector shield on the No. 1 exhaust pipe.
Meteorological Information
At 1853, the PKB automated surface observing system reported: calm wind, visibility 10 miles, clear sky, temperature 19°C, dew point 13°C, and altimeter 29.89 inches of mercury.
Wreckage and Impact Information
FAA inspectors from the Columbus Flight Standards District Office investigated. The accident site was about 5 miles west-northwest of PKB in a field. The main wreckage comprised the entire airframe, engine, and propeller. Most of the fuselage and right wing were destroyed by postimpact fire. All structural component failures were consistent with overstress separation. Flight control continuity could not be established due to fire damage; flap position could not be determined. The cockpit and instrument panel were destroyed. The engine remained attached to the firewall; the propeller remained attached to the crankshaft.
Engine examination revealed significant heat and fire damage concentrated on the aft right side near the No. 5 cylinder. The No. 5 cylinder oil drain-back tube and surrounding baffling were melted. The fuel nozzle for No. 5 cylinder was disconnected from the cylinder head; the threaded portion was not engaged and could be lifted with finger force. A large hole in the aft lower crankcase exhibited re-solidified metal from prolonged heat. The magnesium oil sump and about half of the rear accessory housing were destroyed. Magnetos were damaged; fuel pump and oil pump were destroyed; fuel servo was damaged. The propeller governor and forward accessories remained attached.
Full engine disassembly found no internal component failures of the crankshaft, connecting rods, pistons, camshaft, or valve train. No evidence of oil starvation on bearing surfaces. No mechanical anomalies with rear accessory gears. Upper and lower crankcase thru bolts, specified for close tolerance fit, were found loose and removable by hand. Several cylinder hold-down nuts were inadequately torqued and cylinder base studs were loose.
Communications
At 1839, the pilot requested taxi to runway 21. At 1846, the pilot reported ready for takeoff and requested a right turn westbound. At 1904, the pilot reported 9 miles west, inbound for landing; the tower cleared a right base for runway 21. At 1905, the pilot declared an unspecified emergency, stating the airplane could not cross the Ohio River and was making a forced landing. The tower acknowledged, asked for position, and no further communications were received.