ERA21FA010

According to the pilot’s spouse, he departed on the morning of the accident to return home from a cross-country trip. A search was initiated when the pilot did not return as expected, and the airplane was found in a heavily wooded area about 45 nautical miles from an intermediate airport where the pilot had stopped to refuel. Examination of the airplane revealed no anomalies with the flight controls and the examination of the engine did not reveal any anomalies that would have precluded normal operation. An examination of the fuel system revealed that an aftermarket electric automotive fuel pump was used in place of the recommended manufacturer’s fuel pump. The fuel pump was removed and connected directly to a 12-volt power source, and it did not operate. This type of fuel pump did not allow fuel bypass in the event of failure. According to the engine manufacturer’s fuel system installation instructions and a safety directive published by the airframe manufacturer, a bypass fuel line should be installed in the event of failure of the electric fuel pump, in order to enable a continuous supply of fuel to the engine. Based on the available information, it is likely that the pilot experienced a total loss of engine power due to fuel starvation following the failure of the electric fuel pump. Also causal was the pilot’s decision to install the electric fuel pump with no bypass fuel line, contrary to published guidance from the airframe and engine manufacturers.

A review of fueling records confirmed that the pilot fueled the airplane with 23 gallons of aviation fuel (100LL) before departure from 25M on the day of the accident. A review of the Rotax engine operating manual revealed that the 912 ULS series engine, under 75 % continuous performance, consumes about 4.9 gallons of fuel per hour. On October 7, 2020, about 1230 central daylight time, a Czech Aircraft Works Sportcruiser, N251SC, was substantially damaged when it impacted terrain near Waterloo, Alabama. The commercial pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot’s spouse, he departed earlier on the morning of the accident to return home from a cross-country trip. The pilot departed McKinney National Airport (TKI), Dallas, Texas, enroute to Ripley Airport (25M), Ripley, Mississippi. After arriving at 25M, the pilot refueled the airplane before departing on the remainder of his trip home. The pilot’s spouse contacted local authorities when the pilot did not arrive as expected, and the airplane was found about 45 nautical miles from the departure airport in a heavily wooded area. According to the autopsy performed by the University of Alabama’s Department of Pathology, the cause of death was multiple blunt force trauma and the manner of death was accident. No significant natural disease was identified. Toxicology testing performed at the FAA Forensic Sciences Laboratory was negative for carbon monoxide and drugs. The airplane came to rest inverted and crumpled. Flight control surface continuity was established throughout the airframe. The engine was still attached to the airplane and the engine controls were crushed. Engine control positions were unreliable due to impact damage. The propeller blades were separated from the propeller hub and located within the debris field. The propeller hub was separated from the engine and was also located within the debris field. Examination of the engine revealed that the electric fuel pump was not the original type or style supplied with the aircraft from the manufacturer. The fuel pump was an aftermarket TI Automotive electric type pump, and a review of maintenance records revealed that it was installed on May 28, 2020. There was a note entered next to the installation entry that stated, “fuel pressure dropping @ nose high full power.” On the following day, the pilot made another entry stating, “fuel pump checks out ok.” During postaccident examination, the fuel pump was removed and connected directly to a 12-volt power source; and it did not operate or make any noise. Although the fuel pump showed signs of some impact damage, the pump was intact. Air was forced into the outlet of the fuel pump, and the air could not be drawn through, indicating it was not a free-flowing fuel pump. The pump manufacturer did not participate in the examination and stated that their aftermarket fuel pumps were for automotive usageonly. Post impact damage to the mechanical fuel pump prevented operational testing. The fuel pump was disassembled and inspected. No fuel was found inside the pump assembly and no anomalies were found. Examination of the fuel lines to the TI Automotive electric pump revealed that they were not routed as per the Czech Sport Aircraft fuel system diagram, Rotax fuel system installation instructions, or in accordance with the Czech Sport Aircraft Safety Alert/Safety Directive SA-SC-012, which was released on November 14, 2019. SA-SC-012 states: “Serial arrangement of electrical and mechanical fuel pumps when an alternative fuel line around the electrical pump is missing, is not correct. An alternative fuel line must be always present in the fuel system.” The SD also states: “Be careful with installation of electrical pump. An alternative fuel line must be always installed to ensure that the engine will be supplied with fuel when the electrical pump gets stuck.”