History of Flight
On August 14, 2011, at about 1225 central daylight time, a Cessna 400 (LC41-550FG), registration N2515G, sustained substantial damage during a forced landing to a clearing after a reported loss of engine power shortly after takeoff from Eastland Municipal Airport (ETN), Eastland, Texas. The airplane was operated by a private company under 14 Code of Federal Regulations Part 91 as a personal flight. An instrument flight rules flight plan was filed for the intended destination, Northwest Regional Airport (52F) in Roanoke, Texas. Visual meteorological conditions prevailed.
The pilot reported no pre-takeoff engine issues. During takeoff rotation, the FUEL annunciator light flickered. The pilot continued the takeoff and confirmed the BACKUP fuel pump was armed. Shortly after, the FUEL annunciator light illuminated steadily. As the engine continued to run normally without other indications of a fuel pump failure, the pilot proceeded, suspecting an annunciator fault. After turning crosswind, he decided to return to the airport because the engine did not "feel" right. Shortly thereafter, engine power "simply declined to zero." The pilot activated the vapor suppression switch and depressed the primer switch in an attempt to restart the engine. Unable to return to the airport, he made a forced landing to a small clearing adjacent to a busy interstate. The landing was hard, and the left wing struck a tree. The engine remained securely attached and undamaged. The three-bladed propeller remained on the engine; one blade was straight with aft curling and gouging at the tip, while the other two blades were bent aft under the engine. The pilot reported 84 gallons of fuel onboard at departure.
Engine data downloaded from the Avidyne multi-function display indicated the engine operated during the six-minute flight, but exhaust gas temperature and turbine inlet temperature dropped to zero while fuel flow, RPM, cylinder head temperature, and manifold pressure did not.
Personnel Information
The pilot held a commercial pilot certificate for airplane single-engine land and sea, and instrument airplane, as well as an airline transport pilot rating for airplane multi-engine land. He was also a certified flight instructor for airplane single- and multi-engine land and instrument airplane. He reported 49,800 total flight hours, with 500 hours in the accident airplane. His last FAA second-class medical was issued on September 13, 2010, without limitations or waivers.
Wreckage and Impact Information
The airplane was moved to a secure facility for examination of the fuel system on August 23, 2011, under NTSB supervision. According to the Cessna 400 information manual, the FUEL annunciator light illuminates when fuel pressure drops below 5.5 psi. A latching relay controls the fuel system logic; it turns the BACKUP pump on when the BACKUP pump switch is in the ARMED position and fuel pressure drops below 5.5 psi. The latching relay maintains backup pump operation until the pilot switches the backup pump to OFF. The FUEL annunciator light illuminates while the backup pump is operating. The before-takeoff checklist calls for the switch to be ARMED prior to takeoff. If the backup pump automatically turns on while vapor suppression is on, it suspends vapor suppression operation. Failure of the latching relay would result in system failure, but the FUEL annunciator light is independent and operates when fuel pressure is less than 5.5 psi. The pilot can bypass the latching relay by holding the primer switch depressed, as the primer and backup fuel pump are the same component. The "VAPOR SUPPRESSION" switch provides fuel from the backup pump at low pressure.
The backup fuel pump, FUEL annunciator light, latching relay, and vapor suppression system were functionally tested on the airframe; no anomalies were found. Shop air was blown through fuel lines with no blockages.
The engine was removed and sent to Continental Motors in Mobile, Alabama, where a test run on October 20, 2011, under NTSB supervision showed the engine started immediately and ran through its full power band without interruption. No anomalies were noted.
The engine-driven fuel pump, throttle body, fuel distribution valve, and injectors were removed and bench tested; each passed functional test criteria.
Additional Testing
The backup fuel pump was removed and sent to Cessna Aircraft Company for further testing on November 15, 2011, under FAA supervision. The pump functioned within all test specifications; no anomalies were found. The pump was then sent to Continental Motors and tested on the engine on December 5, 2011, under NTSB supervision. The engine started normally and stabilized at full power (2,700 RPM). When the backup pump was turned on, the un-metered fuel pressure increased from 24.87 psi to 26.62 psi, and the engine died immediately without sputtering or popping. The engine could not be restarted as RPM fell to zero. According to CMI, the un-metered fuel pressure produced by the backup fuel pump was within the operating parameters of the engine.