FTW03LA129

Upon accepting a clearance to climb to 3,500 feet msl the pilot increased power. As power was increased, the pilot noticed on the engine data management unit that there were "no bars illuminated for cylinder number 5." The pilot reported to Dallas-Fort Worth air traffic control that the airplane was experiencing engine problems and requested to divert to the nearest airport. Upon receiving directions to the nearest airport, the pilot noticed cylinder #4 "had no readout." He advised air traffic control that he was unable to make the airport and initiated a forced landing. During the landing flare, "airspeed bled so fast that the stall horn beeped and the airplane seemed to accelerate toward the ground." Subsequently, the airplane landed hard and came to rest upright in a grass field. Examination of the airframe fuel filter revealed that the fuel filter screen displayed evidence of corrosion, and the housing was full of fuel. Examination of the fuel manifold revealed the topside of the screen contained debris, the #3 fuel nozzle was blocked with contaminants, and debris was found in the #4, #5, and #6 fuel. The #1 manifold to fuel nozzle fuel line was found partially blocked.

On April 14, 2003, at 0740 central daylight time, a Beech V35B, N390BC, registered to the Airline Holding Company, Inc., of Wilmington, Delaware, sustained substantial damage during a forced landing following a loss of engine power during initial takeoff climb from the Fort Worth Alliance Airport (AFW), Fort Worth, Texas. The airline transport pilot, who was the sole occupant, sustained minor injuries. The personal flight was operated by the pilot under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and a flight plan was not filed. The local flight originated from the Northwest Regional Airport (52F), near Roanoke, Texas, at 0735, and was destined for Ennis, Texas.

The pilot reported in the Pilot/Operator Aircraft Accident Report (NTSB form 6120.1/2) that shortly after departure from 52F during initial climb to 2,500 msl, he accepted a clearance to climb to 3,500 feet msl and increased engine power for the climb. The pilot stated that as power was increased, something didn't seem right and he noticed on the engine data management unit, J.P. Instrument (JPI) EDM-700 that there were "no bars illuminated for cylinder number 5." The pilot reported to Dallas-Fort Worth air traffic control that the airplane was experiencing engine problems and requested to divert to the nearest airport.

Upon receiving directions to AFW, the pilot initiated a turn towards the airport and noticed that cylinder #4 "had no readout." He advised Dallas-Fort Worth air traffic control that he was unable to make AFW and initiated a forced landing. During the landing flare, "airspeed bled so fast that the stall horn beeped and the airplane seemed to accelerate toward the ground." Subsequently, the airplane landed hard and came to rest upright in a grass field approximately 5 miles southeast of AFW.

The FAA inspector, who responded to the accident site, reported that both main landing gears were separated, the fuselage was wrinkled aft of the cabin, and the engine was separated from its mounts. The JPI EDM-700 was removed for data extraction and examination.

According to the engine logbooks, The Teledyne Continental Motors (TCM) IO-520- BA(12) engine was rebuilt by TCM on September 15, 1992, and installed on the aircraft on October 14, 1992. The aircraft logbooks indicated the most recent annual inspection was preformed on April 12, 2002, 531.8 hours since the installation of the engine. The airplane had accumulated 78.74 hours since the last annual inspection and approximately 10 hours in the last 90 days.

On May 13, 2003, at the facilities of Air Salvage of Dallas, located at Lancaster, Texas, the airframe and engine were examined under the supervision of the NTSB investigator-in-charge. Examination of the airframe fuel filter housing and filter revealed that it was intact and properly safety wired. The fuel filter screen displayed evidence of corrosion, and the housing was full of fuel. Examination of the fuel manifold revealed that the seal intact, the topside of the screen contained debris, the #3 fuel nozzle was blocked with contaminates, and debris was found in the #4, #5, and #6 fuel. The #1 manifold to fuel nozzle fuel line was found partially blocked.

Extracted data from the JPI EDM-700 revealed information on 30 prior flights and started on September 4, 2002. The recorded data included exhaust gas temperatures (EGT) and cylinder head temperatures (CHT) for each cylinder. In addition, the recorded data included the differential between the highest and lowest EGT and the time of the measurement. The extracted data revealed that the time from engine start-up to impact was approximately 16 minutes and 8 seconds. Approximately 10 minutes and 20 seconds after engine startup, the #5 cylinder indicated a drop off on the EGT and CHT. Within 3 minutes and 36 seconds after the drop of #5 cylinder CHT and EGT, cylinders #1, #3, and #4 indicated a drop in EGT and CHT.