Accident Overview
On January 3, 2014, at 1949 central standard time, a Piper model PA-22-108 airplane, registration N4505Z, was substantially damaged during a forced landing near Forsyth, Missouri. The pilot and passenger were not injured. The flight operated under 14 CFR Part 91 without a flight plan in night visual meteorological conditions. The airplane had departed Sullivan Regional Airport (UUV), Sullivan, Missouri, at 1700, en route to M. Graham Clark Downtown Airport (PLK), Branson, Missouri.
Flight and Pilot Actions
The pilot reported that the mixture control cable had fractured during a previous flight, and he had safety-wired the carburetor mixture control arm in the full-rich position to continue the trip. Fueling records indicated 11.49 gallons of Avgas were added at UUV at 1630. The pilot flew at a cruise altitude between 2,500 and 3,000 feet mean sea level. During the flight, he made an unplanned stop at Ava Bill Martin Memorial Airport (AVO) for a restroom break, estimating the ground stop lasted 15–30 minutes.
While in cruise flight about 8 miles northeast of PLK, at approximately 2,500–3,000 feet msl, the engine suddenly lost all power and the propeller began to windmill. The pilot verified the magneto switch and fuel selector were on, but the engine did not restart. He then searched for a landing area but found roads with curves and hilly terrain unsuitable, so he ditched the airplane in Bull Shoals Lake near Forsyth, Missouri. After landing in the lake, the pilot and passenger swam to shore and were treated for symptoms of hypothermia; they sustained no physical injuries.
Postaccident Examination
The airplane sank after ditching and remained submerged for nearly one week before recovery. Substantial damage to the engine firewall was noted. A postaccident examination found no mechanical discontinuities in the engine drivetrain, valve train, or accessory section. All four cylinders produced compression/suction when the crankshaft was rotated. The mixture control cable was broken, and the carburetor mixture control arm was safety-wired in the full-rich position. Both magneto assemblies had water contamination and were air-dried for two days, after which they provided spark to all spark plugs. No fuel was found in the fuel system, but the airplane had been submerged for a week.
Performance Calculations
The direct distance from UUV to PLK is 158.6 statute miles. The pilot reported typical cruise speeds of 105–115 mph at cruise altitude. Using fuel consumption data from the Piper PA-22-108 Owner's Handbook, at 75% power (7.8 gph, 112 mph true airspeed) and accounting for a calculated average headwind of 45 mph from 195 degrees, the non-stop flight would have required 2 hours 14 minutes and 17.4 gallons of fuel. At 65% power (7.2 gph, 104 mph true airspeed), the flight would have needed 2 hours 31 minutes and 18.125 gallons. The airplane's usable fuel capacity was 16.875 gallons from a single 18-gallon tank. The pilot reported operating at 2,250 rpm, which corresponds to less than 65% power per performance charts. The pilot's preflight planning paperwork was lost or destroyed in the accident.