History of Flight
On December 17, 2015, about 1944 eastern standard time, an experimental, amateur-built RV-4, registered N77BP, collided with terrain following an in-flight loss of control near Greenville, Florida. The airplane was destroyed by impact forces. The flight was conducted as a 14 Code of Federal Regulations Part 91 personal flight. Night, instrument meteorological conditions were reported along the flight route, and no flight plan was filed. The flight originated from Apopka, Florida (X04), about 1800 and was destined for Tallahassee International Airport (TLH), Florida.
According to the pilot's father, the purpose of the flight was to fly from Meridian, Mississippi, where the pilot was based in the US Navy, to X04. The pilot then planned to pick up his cousin and fly her back to Meridian for initial flight training during her college holiday break. The flight departed Meridian, and fueling records showed the pilot landed at TLH and purchased fuel before continuing to X04.
A former FAA inspector at X04 reported that, as the airplane was being refueled, he told the pilot that the weather was "really bad" along a line west of TLH and extending northeast, and the pilot agreed. The pilot appeared to be "in a hurry."
After departure from X04 at about 1800, the airplane reached about 2,500 ft mean sea level and was approaching the Tallahassee area from the southeast. Jacksonville Air Route Traffic Control Center (JZX) was providing visual flight rules flight following services. At 1908, the JZX controller informed the pilot of moderate precipitation, and the pilot stated he would deviate north. About 45 seconds later, the pilot reported diverting to Thomasville Regional Airport for "better weather."
Radar data showed the airplane continued northwest until 1922, then turned west. A radar gap occurred until 1940, when the airplane was observed on a southeasterly track. At 1942:49, the pilot declared an emergency. At 1943:15, the pilot advised the controller that he was in instrument flight rules conditions at 1,500 ft and that his airplane was not capable of IFR. At 1943:28, the pilot made his last transmission, affirming IFR conditions. Radar and radio contact were lost. The final radar segment showed the airplane in a left 180-degree turn for 43 seconds, then a right 90-degree turn for 37 seconds. The last radar return was at 1943:39 at about 1,200 ft msl.
A search began immediately; the wreckage was located about 0900 the next morning about 0.2 nautical mile southeast of the last radar return. There were no known witnesses.
Personnel Information
The pilot held an FAA airline transport pilot certificate with multiengine land rating, a commercial pilot certificate with single-engine land rating, and an instrument airplane rating. He also held a flight instructor certificate with single-engine and instrument airplane ratings, obtained one week before the accident. He was a current naval aviator and flight instructor, with about 1,856 hours of military flight time. A recovered logbook showed about 218 hours of civilian flight time, including 126 hours in the accident airplane.
The pilot's most recent FAA second-class medical certificate was issued March 8, 2010, with no limitations. A DD Form 2992 medical recommendation for flight duty dated August 12, 2015, was found in the wreckage.
The passenger, seated in the aft cockpit, held an FAA student pilot certificate obtained December 4, 2015. A logbook with her belongings showed 0 hours of logged flight time.
Aircraft Information
The low-wing, tailwheel-equipped, tandem-cockpit airplane was manufactured in 1995. The pilot purchased it from the builder in August 2014. A condition inspection was completed May 23, 2015, at 938 hours total airframe time. Total time at accident was about 1,012 hours. FAA records indicated the airplane was not approved for flight in instrument conditions. The builder reported it was approved for "day and night VFR only." The airplane was equipped with a transponder and a single Bendix/King VHF communications radio.
Meteorological Information
At 1425, the pilot received a weather briefing from Lockheed Martin Flight Service while en route to X04. The briefer provided current AIRMETs for turbulence, icing, and IFR conditions, and stated "VFR flight not recommended with IMC at the surface." The terminal aerodrome forecast for TLH forecast overcast ceiling at 1,500 ft agl and moderate rain showers until 2000. The briefer also provided a center weather advisory about a line of rain and embedded thunderstorms. The pilot stated he intended to remain VFR. The briefer said "VFR flight not recommended" and provided an alternate airport. The accident pilot did not obtain a weather briefing before departing X04.
Perry-Foley Airport (K40J), about 17 nm south of the accident site, reported at 1915: wind 170° at 5 knots, visibility 10 miles, light mist, overcast 700 ft agl. At 1935: wind 150° at 5 knots, visibility 10 miles, overcast 1,700 ft. At 1955: wind 140° at 4 knots, visibility 10 miles, broken 500 ft, overcast 2,100 ft.
Suwannee County Airport (K24J), 31 nm east-southeast, reported at 1935: wind 180° at 3 knots, visibility 10 miles. At 1955: wind 180° at 4 knots, visibility 10 miles.
A cold front was just west of the accident site. Base reflectivity showed light precipitation (0-15 decibels) at the accident site, consistent with likely IMC at flight level. No lightning strikes near the site. Sunset was at 1736, civil twilight ended at 1803. Complete darkness prevailed, moon phase was waxing crescent with 40% illumination, but cloud cover likely prevented moonlight.
Wreckage and Impact Information
The airplane crashed in a pine forest about 4.5 nm north-northeast of Greenville, Florida. General forward-to-aft crushing was observed on the fuselage and wings. Scraping damage in a vertically down direction was on adjacent trees. The engine and forward fuselage were in a crater submerged under ground. No linear wreckage path or fire. All structural components accounted for.
The cockpit instrument panel was destroyed; flight instruments separated. The attitude indicator was not located; the turn coordinator face was destroyed.
Left wing: generally intact, attached to fuselage, uniform forward-to-aft crushing along leading edge. Left aileron and flap attached; control continuity established to cockpit, fractures overload.
Right wing: fragmented into sections; inboard section remained attached. All sections had forward-to-aft crushing. Right aileron and flap separated; control continuity not established due to overload fractures. Flaps in retracted position.
Empennage: broken away but partially attached by cables. Horizontal stabilizer and elevator in place with buckling. Elevator trim tab found about 20° tab down. Vertical stabilizer crushed, bent right 25°, twisted right. Rudder attached. Control continuity confirmed; push-pull rods and cables showed overload or recovery cuts.
Fuel tank fragmented, no residual fuel. Wooden propeller blades separated at hub and splintered.
Engine internal continuity confirmed; full rotation not possible due to impact. Top spark plugs: three light gray, one oil-soaked, normal wear. Carburetor separated, bowl clean and dry; one float intact, one missing.
Medical and Pathological Information
Autopsies of the pilot and passenger, performed by the Offices of the Medical Examiner, District Two, Tallahassee, Florida, attributed cause of death for both to multiple blunt traumatic injuries.
Postaccident toxicological testing by the FAA's Civil Aerospace Medical Institute tested negative for a wide range of drugs, including major drugs of abuse, for both individuals. Carbon monoxide and cyanide testing was not performed. Pilot's specimens tested negative for ethanol (at 10 percent cutoff); local testing found small amounts consistent with postmortem production.