A CIRRUS 20 ON APCH DECLARED AN EMER AND LANDED OFF FIELD DUE TO ENG FAILURE; NO DAMAGE INCURRED. SUSPECTED CAUSE IS A FUEL SYSTEM FAILURE.

Narrative

FIRST FLT OUT OF MAINT (ENG HARD TO START)/ENG FAILURE/FORCED LNDG. THE FLT WAS PLANNED AS THE FIRST TRAINING SORTIE IN A CIRRUS SR-20 FOR THE PLT IN THE L SEAT. FUEL TANKS WERE VISUALLY CHKED FOR FUEL. THE R TANK WAS FILLED TO APPROX 1 INCH FROM THE TOP. THE L TANK WAS FULL. THE ACFT HAD APPROX 100 GALLONS OF FUEL ON BOARD PRIOR TO TKOF. ALL 5 FUEL SUMPS WERE DRAINED AND BLUE FUEL (100LL) WITH NO WATER; CONTAMINATION OR DEBRIS WAS OBSERVED. OIL DIPSTICK INDICATED 8 QUARTS OF OIL. FLAP OP WAS CHKED. FLAPS EXTENDED NORMALLY TO 50% AND 100%. HOWEVER; THE FLAPS UP INDICATOR LIGHT REMAINED ILLUMINATED THE ENTIRE TIME. THE FLAPS 50% AND 100% INDICATOR LIGHTS DID ILLUMINATE INDICATING THE ACTUAL POS OF THE FLAPS. ON THE SECOND ATTEMPT TO CYCLE THE FLAPS; ALL INDICATIONS WERE NORMAL AND THE FLAP POS MATCHED THE INDICATOR. THE FUEL GAUGES INDICATED APPROX 20 GALLONS IN R TANK AND 25 GALLONS IN L TANK. THE ELECTRIC FUEL PUMP WAS USED DURING ENG START. THE FUEL FLOW GAUGE INDICATED POSITIVE FUEL FLOW WHILE PRIMING THE ENG. THE FUEL SELECTOR WAS SET TO THE FULLEST TANK WHICH WAS THE L TANK. THE ENG STARTED QUICKLY WITH APPROX 3-5 SECONDS OF CRANKING TIME. RUN-UP WAS NORMAL. R MAGNETO 75 RPM DROP; L MAGNETO 125 RPM DROP. FUEL SELECTOR REMAINED ON THE L TANK. ELECTRIC BOOST PUMP ON. TOOK OFF FROM RWY 14 AT ZZZ AT APPROX XA36. WE FLEW 2 R-HAND VISUAL PATTERNS TO RWY 14 AT ZZZ. AFTER THE SECOND TOUCH-AND-GO ON RWY 14; WE MADE A L TURN OUT TO ENTER A L DOWNWIND FOR RWY 23. THERE WERE NO LOUD BANGS OR SHIMMIES WHEN THE ENG LOST PWR AT APPROX 500-600 FT AGL. IT ACTED LIKE THE ENG WAS NOT GETTING ANY FUEL. IT HAD A QUICK; SMOOTH STEADY LOSS OF PWR AND THE PROP CONTINUED TO ROTATE. THE PF (R SEAT) SIMULTANEOUSLY LOWERED THE NOSE TO ESTABLISH BEST GLIDE AIRSPD (90 KIAS) AND MADE A SHARP L 90 DEG TURN BACK TO THE ARPT. EVEN THOUGH THE SR-20 IS EQUIPPED WITH THE CIRRUS AIRFRAME PARACHUTE SYS; A CTLED LNDG IN A GRASS FIELD WAS A BETTER OPTION THAN DEPLOYING THE PARACHUTE. AFTER CLRING THE TREES JUST PRIOR TO THE GRASS FIELD; THE FLAP SELECTOR WAS PLACED TO THE 100% FLAP POS TO PROVIDE A SLOWER TOUCHDOWN SPD. HOWEVER; FOR SOME REASON EVEN WITH THE BATTERY MASTER SWITCH STILL ON; THE FLAPS DID NOT EXTEND. AT APPROX XA55; PF (R SEAT) LANDED TO THE N (APPROX HDG 320 DEGS) IN THE SE PORTION OF THE GRASS FIELD DOWN 112 FT 3 INCHES AFTER MAIN GEAR TOUCHDOWN. TO KEEP AS MUCH WT AS POSSIBLE OFF THE NOSEWHEEL; NO WHEEL BRAKING WAS APPLIED. THE NO FLAP LNDG ROLL MEASURED 2314 FT. ON ROLLOUT; A SLIGHT TURN TO THE L (5 DEGS) WAS MADE TO AVOID AN AREA WITH ONLY DIRT AND NO GRASS AND LATER AN ADDITIONAL TURN TO THE R (5 DEGS) WAS MADE TO AVOID A DRAINAGE DITCH. AFTER LNDG; THE PNF (L SEAT) TURNED ELECTRICAL SWITCHES OFF AND PLACED THE FUEL SELECT LEVER TO THE L OFF POS. THE PF (R SEAT) TURNED OFF THE MAGNETOS AND REMOVED THE KEYS. BOTH PLTS SAFELY EGRESSED THE ACFT WITH NO INJURIES. AFTER INSPECTING THE ACFT EXTERIOR AND NOT FINDING ANY DAMAGE; IT WAS NOTED THAT THE FLAPS WERE STILL UP; HOWEVER; THE FLAP SELECT SWITCH WAS IN THE 100% POS. THE BATTERY MASTER WAS TURNED ON AND THE FLAPS STILL WOULD NOT MOVE. TALKING WITH THE FBO MECHS WHO HAVE LOOKED AT CIRRUS SR-20; THEY THINK THE ENG DRIVEN FUEL PUMP FAILED. THE ENG DRIVEN FUEL PUMP HAS BEEN SENT OFF TO BE INSPECTED AND REBUILT. THE MECHS WERE ALSO ABLE TO DUPLICATE THE PROB WITH THE FLAP SELECT SWITCH. AFTER MOVING THE FLAP SWITCH A FEW TIMES; IT BEGAN TO WORK NORMALLY. THE INTERMITTENT SWITCH WILL BE REMOVED AND REPLACED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ENG WAS A TELEDYNE CONTINENTAL FUEL INJECTED IO 360. THE RPTR INDICATED THE AIRPLANE INCURRED NO DAMAGE ON THE OFF FIELD LNDG; ADDING THE ENG DRIVEN FUEL PUMP WAS REMOVED AND SENT TO THE MANUFACTURER FOR TESTING. THE RPTR STATED THE FUEL PUMP WAS REPLACED AND THE ENG RAN OK WITH NO PROBS BUT THE MANUFACTURER SENT SOME TECHNICAL PEOPLE WHO CHKED THE FUEL SYS AFTER THE FILTER AND FOUND SOME SEALANT AT THE INPUT TO THEFUEL METERING VALVE THAT WAS SUSPECT. THE RPTR STATED THE REMOVED FUEL PUMP FINDINGS HAVE NOT BEEN RELEASED AND COULD HAVE POSSIBLY BEEN THE MAIN PROB.