NYC06LA086

Approximately 5 minutes after takeoff, at an altitude of 800 feet agl, the engine rpm went from 2,000 to idle. The pilot applied full throttle and rich mixture; however, the engine remained at idle. He subsequently turned the electric fuel pump on. The engine then lost all power, and the pilot performed a forced landing to a field. During the approach, the pilot was able to restart the engine once, but it lost all power again. Examination of the wreckage revealed that there was adequate fuel in the fuselage fuel tank, fuel in the fuel line from the airframe to the engine driven fuel pump, and fuel in the fuel line from the engine driven fuel pump to the fuel manifold valve. Subsequent testing of the electric fuel pump on a test stand revealed that it was undamaged and flowed within specifications. A test run of the engine revealed that it experienced a normal start on the first attempt, without hesitation. The engine ran for approximately 30 minutes at different power settings, including idle to full power. In addition, the engine driven fuel pump was found to be intact, and flowed within specifications when placed on a test stand. No preimpact mechanical malfunctions were identified during the examinations.

On March 30, 2006, at 1256 eastern standard time, a Diamond Aircraft Industries DA 20-C1, N346DC, was substantially damaged during a forced landing to a field, following a total loss of engine power in cruise flight near Clay Township, Pennsylvania. The certificated private pilot was seriously injured. Visual meteorological conditions prevailed for the flight that departed the Butler Farm Show Airport (3G9), Butler, Pennsylvania; destined for the Port Meadville Airport (GKJ), Meadville, Pennsylvania. No flight plan was filed for the positioning flight conducted under 14 CFR Part 91.

The pilot stated that he was a sales representative for a distributor of Diamond Aircraft, and was taking the airplane to Meadville for a prospective buyer.

While cruising at 800 feet agl, about 5 minutes after departing 3G9, the engine rpm went from 2,000 to idle. The pilot applied full throttle and rich mixture; however, the engine remained at idle. He subsequently turned the electric fuel pump on. The engine then lost all power, and the pilot performed a forced landing to a field. During the approach, the pilot was able to restart the engine once, but it lost all power again. During the landing, the airplane struck trees and came to rest inverted in the field.

The pilot further stated that the airplane had accumulated about 8 hours of operation since new. During that time, the electric fuel pump had been replaced.

Initial examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that there was adequate fuel in the fuselage fuel tank. The inspector drained approximately 2.5 gallons of fuel, which was consistent in color and odor to 100LL aviation gasoline, and had no visible contamination.

On April 1, 2006, a field examination of the engine was conducted by a representative of the engine manufacturer, under the supervision of an FAA inspector. The propeller rotated freely by hand, and camshaft, crankshaft, and valve train continuity were confirmed throughout the engine. Thumb compression was attained on all cylinders. Both magnetos had separated from the engine during the impact, and rotated freely by hand. The right magneto did not produce spark when rotated; however, the left magneto produced spark at all towers when rotated. Fuel was observed in the fuel line from the airframe to the engine driven fuel pump, and the fuel line from the engine driven fuel pump to the fuel manifold valve.

On May 19, 2006, the electric fuel pump was tested at the manufacturer's facility, under the supervision of an FAA inspector. Examination of the electric fuel pump revealed that it was not damaged. The fuel pump flowed within specifications when placed on the test stand.

On May 30, 2006, a test run of the engine was performed at the manufacturer's facility, under the supervision of a FAA inspector. The engine experienced a normal start on the first attempt, without hesitation. The engine ran for approximately 30 minutes at different power settings, including idle to full power. In addition, the engine driven fuel pump was found to be intact, and flowed within specifications when placed on a test stand.

The airplane entered service on November 23, 2005, and had accumulated a total of 8.3 hours of operation, according to the tachometer. Due to a warranty claim that the electric fuel pump would not produce pressure on low speed, and was replaced on February 14, 2006. At that time, the airplane had accumulated 6.5 hours of operation, according to the tachometer. No other discrepancies were noted in the maintenance records.