Accident Summary
On September 2, 2019, at 1120 central daylight time, a Cessna LC41-550FG, registration N405JA, was substantially damaged when it struck trees near Branson, Missouri. The pilot and two passengers sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Flight History
The pilot stated that he volunteered for an Angel Flight medical transport mission to pick up a child and the child’s mother from Branson Airport (BBG) and fly them to Veterans Airport of Southern Illinois (MWA). He arrived at St Louis Downtown Airport (CPS) about 0930, where the airplane was hangered. After a normal engine start and run-up, he departed for BBG.
At BBG, the airplane was fueled with 100 low lead aviation fuel to the tab level, about 40 gallons per tank. Following preflight inspection, the pilot started the warm engine. The engine started but ran rough; the No. 5 cylinder head temperature was not increasing, but the pilot resolved the discrepancy during run-up.
During initial climb, the engine began cutting out and surging in 10- to 15-second cycles. The pilot turned the vapor suppressor on to clear vapor from the fuel lines; the engine then lost total power. Unable to return to the airport or land on a nearby golf course, the pilot slowed the airplane before impact with trees. The airplane sustained substantial damage to both wings, the fuselage, and the empennage.
Flight Manual Information
The airplane flight manual stated that the vapor suppression switch must be turned on during operations above 18,000 ft or if turbine inlet temperature (TIT) rises above 1460°F at full power with mixture full rich. It noted that after a hot engine is stopped, fuel injection components may become heat-soaked and vaporize fuel. The manual indicated the vapor suppression switch should be turned on anytime the engine is not running smooth or there is vapor in the lines, especially in hot weather or at altitude. Ground operations during high ambient temperatures should be minimized; if delays occur, the airplane should be pointed into the wind. During climb out, it may be necessary to climb at slightly higher than normal airspeed with vapor suppression on, mixture full rich, and avoid maximum power longer than necessary.
Post-Accident Examination
Post-accident examination revealed that the cockpit fuel selector was positioned to the left fuel tank. Testing of the fuel selector with air showed no anomalies in any position. Air blown through the fuel vent system revealed no obstruction. The left fuel tank pick-up screen contained fibrous material covering an estimated 15 percent of the screen. The right fuel tank and its pick-up screen were unobstructed. The gascolator screen was free of debris. Fuel lines to the engine were attached, secure, and exhibited no evidence of leakage. The auxiliary fuel pump operated when connected to an electrical source. No obstruction was found in the air intake or exhaust systems.
Due to impact damage, an engine run was not performed. Disassembly examination confirmed engine drive and valve train continuity to the accessory section, with no internal component failure or abnormal wear. Magneto-to-engine timing and internal magneto timing were within specifications. All fuel lines were intact, secure, and leak-free. No contamination or debris was present in the engine fuel system. Bench testing of the fuel servo and fuel pump met specifications; the fuel pump’s internal diaphragm was pliable. Fuel injectors produced a normal spray pattern.