On August 21, 2014, about 1850 eastern daylight time, an experimental amateur-built RV-4, N62632, was substantially damaged during a forced landing following a total loss of engine power near Polk Township, Pennsylvania. The commercial pilot sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which departed Beltzville Airport (14N), Lehighton, Pennsylvania, about 1835. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91.
The pilot reported to a Federal Aviation Administration (FAA) inspector that he conducted a preflight inspection of the airplane, and estimated that each of the two fuel tanks were "just less than half" full, which he stated would provide about 1.5 hours of flight time. After takeoff, the pilot climbed the airplane to an altitude of 2,000 ft mean sea level (msl), and upon leveling off, switched the fuel selector to the left wing tank. Shortly thereafter, the engine "sputtered and quit." The pilot turned on the fuel pump, switched the fuel selector to the "both" position, then the right fuel tank; however, engine power was not restored. The pilot subsequently conducted a forced landing to a soybean field. During the landing, the airplane nosed over and came to rest inverted, resulting in substantial damage to the engine firewall and right wing.
Examination of the engine and fuel system revealed no anomalies. The engine was turned by hand at the propeller and compression was confirmed to all cylinders using the thumb method. The left magneto produced spark when rotated. Throttle cable movement was inhibited by the engine mount deformation, carburetor heat control was operative but stiff, and the mixture control operated freely. Approximately 2 ounces of fuel were recovered from both fuel tank sump drains. No fuel was present in the fuel hose from the engine driven fuel pump to the carburetor inlet. Fuel staining was observed on the top of the left wing, with no evidence of fuel staining on the top of the right wing. The carburetor throat was clear of obstructions and foreign matter; the secondary venturi, nozzle, and accelerator pump spout were intact and secure. The carburetor fuel inlet finger screen was clean.
The airplane was manufactured in 1998, and was equipped with a Lycoming O-320, 150-hp reciprocating engine. The airplane's most recent condition inspection was completed on June 1, 2014, at a total aircraft time of 296.5 hours.
The pilot held a commercial pilot certificate with ratings for airplane single engine land and glider, a flight instructor certificate with ratings for airplane single-engine and glider, and an airline transport pilot certificate with a rating for airplane multiengine land. He reported 2,800 total hours of flight experience, of which 23 hours were in the accident airplane make and model.
The 1853 automated weather observation at Pocono Mountains Municipal Airport (MPO), located about 13 nautical miles north of the accident site, reported wind from 200 degrees at 6 knots, few clouds at 1,300 ft, broken clouds at 3,100 feet, temperature 22 degrees C, dew point 19 degrees C, and an altimeter setting of 30.05 inches of mercury. Review of a carburetor icing probability chart indicated the potential for serious icing at glide power.