Amateur-built VANS AIRCRAFT RV10 accident near Folkston, Georgia, October 30, 2011
On October 30, 2011 at about 3:14 pm local time, a amateur-built VANS AIRCRAFT RV10, registered N968TP, was substantially damaged in an accident during enroute (descent) near Folkston, Georgia. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper preflight planning, which resulted in a loss of engine power due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 30, 2011 · about 3:14 pm local time
- Place
- Folkston, Georgia · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built VANS AIRCRAFT RV10
- Registration
- N968TP · no longer on the register · serial 40031
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that, prior to departing on the 1-hour flight, he added 5 gallons of fuel to both the left and right fuel tanks and visually estimated the total fuel on board to be 23 gallons. About 4 minutes from the destination airport, the engine began to sputter. The pilot noticed that the right fuel tank gauge indicated empty, and the left indicated one-quarter full. The pilot then switched the fuel selector from the right tank to the left and proceeded to fly at a reduced power setting, but the engine began to sputter again, and the pilot selected a field in which to perform a forced landing. The airplane landed between two trees, resulting in substantial damage to both wings. The pilot stated there were no preaccident mechanical malfunctions or anomalies with the airplane.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Fuel exhaustion during enroute (descent) defining event
The NTSB's findings
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 2,322 hours in all; 69 in this make and model; 69 in the last 90 days; 13 in the last 30 days; 2,055 as pilot in command
- Last flight review: September 28, 2011
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: unk
- Injury: minor injuries
The aircraft
- Airframe total time: 70 hours
- Last inspection: condition inspection, March 24, 2011
- Maximum gross weight: 2,700 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming IO-540 SER (piston); 0 hours total
The flight
- Departed from: OIJ Hilliard FL at 2:30 pm
- Destination: AYS Waycross GA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 070° at 17 knots, gusting 22
- Visibility: 10 statute miles
- Sky: scat at 4,200 ft
- Temperature: 66°F (19°C), dew point 46°F (8°C)
- Altimeter: 30.20 inHg
- Observation at 2:56 pm from JAX, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.