ERA24LA122

The pilot/owner of the airplane reported that the purpose of the flight was to ensure that recent maintenance performed on the airplane was satisfactory. According to the pilot and maintenance log entries, the left magneto and harness was replaced with an electronic magneto and new harness, the engine mounts were replaced, the engine-driven fuel pump was replaced with an overhauled unit, and the engine fuel hoses “firewall forward” were replaced. The pilot stated that he replaced the fuel lines. About five minutes after takeoff on the accident flight, the engine lost total power at an altitude of 1,500 ft mean sea level (msl). The pilot was unable to restore engine power and elected to land in a residential neighborhood; however, during the approach, the airplane contacted powerlines before it touched down in the grass of a divided highway and skidded into the roadway. A test run of the engine was performed following the accident. Initially, the engine would not start, and a significant fuel leak was found at the fuel line from the throttle body to the fuel manifold. The fuel line was found to be less than finger tight, and when secured, the engine started immediately and operated at various power settings without anomalies. Based on this information, it is likely that, following this replacement of the fuel hoses, the pilot failed to properly secure the fuel line from the throttle body to the fuel manifold, which resulted in a fuel leak, fuel starvation, and the subsequent total loss of engine power.

On February 24, 2024, about 1000 eastern standard time, a Bellanca 17-30A, N282SV, was substantially damaged when it was involved in an accident near Cape Coral, Florida. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 test flight. The pilot/owner of the airplane reported that the purpose of the flight was to ensure that recent maintenance performed on the airplane was satisfactory. According to the pilot and maintenance log entries, the left magneto and harness was replaced with an electronic magneto and new harness, the engine mounts were replaced, the engine-driven fuel pump was replaced with an overhauled unit, and the engine fuel hoses “firewall forward” were replaced. The pilot stated that he replaced the fuel lines. The pilot departed from Pine Shadows Airpark (94FL), Fort Meyers, Florida, and was airborne for about 5 minutes when the engine lost total power at an altitude of 1,500 ft msl. The pilot changed power settings and used the fuel boost pump, but there was no change in the engine’s power output. He then elected to land in a residential neighborhood; however, during the approach, the airplane contacted powerlines before it touched down in the grass of a divided highway and came to rest on the roadway. The pilot stated that the airplane contained 84 gallons of fuel in the tanks at the time of the takeoff and it had not flown or been refueled since December 2023. He performed a full preflight inspection the night before the accident; the fuel tanks were sampled at that time with no contamination noted. The pilot stated that, before takeoff, he completed an engine runup with no problems noted and all three fuel gauges showed “full.” The pilot did not have any difficulties starting the engine. The wreckage was recovered to an aircraft salvage facility where an examination of the airframe and engine was performed. Fuel was supplied at the fuel pump inlet from an external source with automotive gasoline. The fuel pump return was re-routed to the external source. The engine would not start, and a fuel leak was observed from the back of the engine. Further inspection revealed that fuel was leaking from the cooling shroud of the fuel metering throttle body. The cooling shroud was removed and the fuel line from the throttle body to the fuel manifold was found looser than finger tight. The line was tightened. An engine start was attempted, and the engine started immediately. The engine idled smoothly. The throttle was advanced to 1,700 rpm, and a magneto check was performed. Both magnetos produced an acceptable rpm drop. Throttle was advanced to approximately 2,000 rpm. The engine ran smoothly, and the throttle was reduced to idle power to conclude the test.