CEN11LA189

According to the pilot, while in cruise flight, he observed a low fuel pressure indication and the engine lost power. He utilized the manual fuel pump and switched fuel tanks in attempt to restore power without success. The pilot made a forced landing in a field, resulting in substantial damage. A postaccident engine test run was conducted. The engine started without hesitation and was eventually accelerated to a maximum rpm of 2,650. Below 1,200 rpm the number six cylinder would not produce power. During the engine run, both the engine driven fuel pump and manual fuel pump provided sufficient fuel pressure to run the engine. A check of the forward fuel selector disclosed that the selector appeared jammed and would not rotate; the rear fuel selector rotated freely. A reason for the loss of power could not be determined.

On February 14, 2011, approximately 0945 central standard time, a Bellanca 14-19-2, N7655B, was substantially damaged during a forced landing near Hueco Tanks, Texas. Visual meteorological conditions prevailed at the time of the accident. The personal flight was being conducted under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. The pilot was not injured. The cross country flight departed Lubbock, Texas, approximately 0745 and was en route to El Paso, Texas. According to the accident report form submitted by the pilot, while in cruise flight, he observed a low fuel pressure indication and subsequently the engine lost power. The pilot utilized the wobble pump and switched fuel tanks in attempt to restore power without success. During the forced landing both main landing gear separated from the fuselage and the left and right wings were bent. The airplane wreckage was retrieved and a post accident engine run was conducted. The engine was run on the airframe utilizing an external fuel source attached to the left side fuel system. A replacement propeller was installed and the carburetor airbox was removed. The engine started without hesitation and was eventually accelerated to a maximum rpm of 2,650. Below 1,200 rpm the number six cylinder would not produce power. The source of this anomaly could not be established. During the engine run, both the engine driven fuel pump and wobble pump provided sufficient fuel pressure to run the engine. A check of the forward fuel selector disclosed that the selector appeared jammed and would not rotate; the rear fuel selector rotated freely. A compression test after the engine run revealed compression results of 76/80, 68/80, 74/80, 74/80, 76/80, and 78/80 for the number one through six cylinders respectively.