On October 15, 2003, at 2217 central daylight time, a Beech A36, N25496, operated by Carver Aero collided with a corn crop following a loss of engine power shortly after takeoff from the Davenport Municipal Airport (DVN), Davenport, Iowa. The airline transport rated pilot was not injured. The airplane was substantially damaged. The 14 CFR Part 135 cargo flight was operating in visual meteorological conditions on an instrument flight rules flight plan. The flight originated from DVN at 2210 with an intended destination of Chicago, Illinois. The pilot stated that during another flight earlier on the day of the accident, he noticed an odor of fuel. He was unable to identify the source of the smell and thought it may have been his hands from having checked the fuel during the aircraft preflight. The pilot stated he monitored the fuel flow during this flight and it was normal. The pilot landed at DNV with "...all systems indicating normal operations with no odor of fuel." The pilot reported he then departed DNV and was cleared to climb to 5,000 feet. He stated the airplane was "...performing normally and all gauges confirmed normal operations. Again I could smell a strong odor of fuel." He stated that once again he was unable to identify the source of the odor. The pilot reported that as he climbed through 3,000 feet, the engine lost all power. He reported he made several attempts to restart the engine, but to no avail. The pilot reported that after touching down in the corn field, smoke started to enter the cabin. He confirmed that the electrical switches were in the off position and he exited the airplane. Post accident inspection of the engine revealed the nozzle pressure port plug on the aft side of the fuel manifold valve was not in place, nor was it located. Blue fuel stains were evident under the left magneto and on the engine case under the right cylinders. The plug hole and the area surrounding the hole were inspected and there was no evidence of torque putty (Loctite) having been used when the plug was installed. The injector line fittings and the fuel inlet fitting had torque putty applied to them. The engine had operated 10.1 hours since it was overhauled. Continental Motors reviewed their build-up procedures for the IO-550 engines and determined that the requirement for applying Loctite to the suspect fitting had been removed from the procedures. Continental Motors subsequently issued a Quality Alert re-inserting the requirement for Loctite to be applied to the nozzle pressure port plug at installation. The procedures manual and build-up instructions for the IO-550 were also revised to include the requirement that Loctite be applied to the plug.