On May 14, 2000, at about 1905 eastern daylight time, a Navion L-17B, registered to a private owner, operating as a 14 CFR Part 91 personal flight, experienced a total loss of engine power on initial climbout in the vicinity of Sharpsburg, Georgia. A forced landing was made to a wooded area. Visual meteorological conditions prevailed and no flight plan was filed. The airplane sustained substantial damage. The airline transport pilot sustained serious injuries, one passenger sustained minor injuries, and one passenger was not injured. The flight originated from Falcon Field, Peachtree City, Georgia, about 5 minutes before the accident. The pilot stated he departed from runway 31, and the takeoff was normal. He completed the after takeoff checklist, set the climb power and started his crosswind turn at 1400 feet. The engine stopped. He initiated the emergency procedure by moving the fuel selector to the auxiliary tank and turned the electric fuel boost pump on. He could hear the boost pump running and the fuel pressure gauge indicated pressure in the green arc. The propeller was not turning. He engaged the starter but the engine did not turn over. He selected an open field as a forced landing area, attempted a MAYDAY call, and moved the fuel selector back to the main fuel tank. He checked the mixture was full rich, set the throttle, magnetos on both, fuel boost pump was on, pressure checked, and engaged the starter with negative results. He informed the passengers that he was not going to be able to make the open field and that he was going to land in the trees. He heard and felt the tops of the trees hitting the airplane, and pulled the nose up, the tail settled in as the airplane began to decelerate. The airplane descended through the foliage and collided with the terrain. Examination of the airframe and flight controls revealed no evidence of a mechanical failure or malfunction. Examination of the engine assembly and accessories by Teledyne Continental Motors and the FAA revealed the engine-driven fuel pump shaft was sheared. The Teledyne Continental Motors Preliminary report states, "the pump shaft is connected to a solid shaft integral with a gear in the engine. The hollow shaft on the fuel pump mates with the solid shaft on the gear by means of a hole drilled through the end of both shafts. The shafts are held together by a pin of approximately 1/8 inch in diameter. The other end of the fuel pump shaft is the eccentric that is located in the pump chamber. Two sliding vanes set in right angles in an eccentric provide the pumping action as the shaft rotates. Bits of aluminum metal were found inside the pump chamber and scoring was evident on the walls of the chamber. The hollow fuel pump shaft was sheared at the end where the 1/8 inch roll pin was positioned. No source of the debris was located." (For additional information see Teledyne Continental Motors Preliminary Report, an attachment to this report.)