CEN11LA491

The airplane lost total engine power while climbing through about 200 feet above ground level after takeoff. Postaccident examination of the engine revealed that the engine-driven fuel pump was leaking fuel through an internal diaphragm and out of a vent hole, thus fuel was not reaching the engine. Although the engine was overhauled about 11 years before the accident, the operator's mechanic stated that there were no records showing that the engine driven fuel pump was overhauled at that time or at any time since it was installed on the engine about 1956. The engine manufacturer recommends that all engine accessories be overhauled when the engine is overhauled.

On July 20, 2011, about 1327 eastern daylight time, a Beech C35, N1883D, experienced a total loss of engine power after takeoff from Medina Municipal Airport (1G5), Medina, Ohio. The certificated flight instructor (CFI) subsequently took control of the airplane and made a turn back to the airport but then attempted a forced landing to a field about 400 feet from runway 27. The CFI and the commercial pilot were uninjured. The airplane sustained substantial damage. The airplane was registered to Olson Products Inc DBA and operated by Flight Services of Medina as an instructional flight under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the time of the accident. The flight was originating at the time of the accident. The CFI stated that after practicing maneuvers for about 0.5-0.7 hours, they returned to 1G5 to practice takeoff and landings. During the first practice takeoff, the engine experienced a total loss of engine power about 200 feet above ground level. The CFI stated that there was not much time to troubleshoot the power loss or to decide where to land. The CFI said that 5-7 seconds elapsed before he landed the airplane on a small grass area beyond the departure end of runway 27. The airplane struck several small trees. The engine (Teledyne Continental E-185-8, serial number 26742-D-1-8-R) underwent a test run under the supervision of the Federal Aviation Administration. The cold engine compression prior to testing was recorded as: cylinder 1 - 60/80, cylinder 3 - 10/80, cylinder 5 - 34/80, cylinder 2 - 52/80, cylinder 4 - 58/80, cylinder 6 - 12/80. The engine would not start after four attempts. The engine driven fuel pump was found to be leaking at a seam. The engine driven pump was bypassed and the engine was able to be started and operated from idle to 2,600 rpm. The engine compression ratios were then repeated and recorded as: cylinder 1 - 70/80, cylinder 3 - 50/80, cylinder 5 - 64/80, cylinder 2 - 50/80, cylinder 4 - 64/80, cylinder 6 - 70/80. The engine driven fuel pump that had been leaking was a Thompson Products, Inc. TF 1900, serial number TF48290W. A sticker on the pump read, "JAN 55A". The pump was tested on a test bench during which the test fluid was leaking intermittently from a vent hole. The pumps nose seal would leak continuously. The following parameters were recorded during the test: At 3,000 rpm, pressure was 8 psi, flow rate - 130 lbs/hr At 4,500 rpm, pressure - 9 psi, flow rate - 0 lb/hr At 4,000 rpm, pressure - 9 psi, flow rate - 0 lb/hr At 3,500 rpm, pressure - 9 psi, flow rate - 30 lb/hr The pump speed was returned to 3,000 rpm and the pressure would oscillate from 7-9 psi and 15-17 psi. The vent hole also leaked. When the pump speed was returned to 3,500 rpm, the pressure was 8 psi, and the flow rate was 150 lb/hr. There was no fuel leak present when the pump speed was returned to 3,500 rpm. The pump was disassembled after the test and the diaphragm wasexamined. The diaphragm did not have any holes or perforations; however, the test fluid was able to leak through it. The diaphragm had an annotated "1956". The operator's mechanic was asked to provide the Investigator-In-Charge with the overhaul records and/or the serviceable tag, commonly called the yellow tag, for the pump. The mechanic stated that there were no serviceable tags associated with the pump. The operator said that the engine was overhauled at a maintenance facility that went bankrupt. The engine was obtained from the maintenance facility during that bankruptcy. Teledyne Continental Service Information Letter SIL98-9A, Time Between Overhaul Periods, states: Engine mounted components and accessories require overhaul at the same hourly and calender intervals as the engine, unless otherwise specified by the component or accessory manufacturer. SIL98-9A also states that E185 series engines are to be overhauled after an accumulation 1,500 hours or 12 years which ever occurs first. An engine logbook entry dated October 25, 1999, states that the engine was removed and reinstalled following an engine overhaul at a tachometer time of 84.0 hours. The provided records show that the overhaul was performed by Clydesdale, Inc. An engine logbook entry dated June 14, 2010, indicated that the engine driven fuel pump was repaired and inspected using a new gasket (part number 653487) and hardware as required. The last annual inspection of the airplane and engine was dated August 31, 2010, at a tachometer time of 99.0 hours and an aircraft total time of 4,598.11 hours. The engine total time was 4,598.11 hours. An engine logbook entry dated February 14, 2011, indicated that at a tachometer time of 102.6 hours and an engine total time of 4,601.71 hours, the time since overhaul was 22.2 hours.