Accident Overview
On March 11, 2015, at 1243 central daylight time, a Beech B19, registration N774TA, ditched in Lake Ozark near Osage Beach, Missouri. The aircraft was registered to GDS Properties and operated by the pilot, both of St. Charles, Missouri, under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan had been filed. The cross-country flight originated from Grand Glaize-Osage Beach Airport (K15), Osage Beach, Missouri, about 1225, and was en route to Creve Coeur Airport (1H0), St. Louis, Missouri.
Preflight and Flight Events
The pilot reported that the preflight inspection appeared normal, although the oil looked darker than usual. The dipstick indicated 6 quarts of oil, which had been changed two days prior. During the engine run-up, all engine instruments were within normal ranges. Shortly after takeoff, when the airplane reached about 2,800 feet, the pilot noticed a drop in oil pressure and turned back toward K15. Soon after, the propeller stopped and the engine seized. The pilot ditched the airplane in Lake Ozark. The occupants exited and climbed onto the wing. While awaiting rescue, the pilot thought he smelled a trace of burnt oil.
Post-Accident Examination
A Federal Aviation Administration (FAA) inspector examined the aircraft and confirmed ample fuel (blue in color) and a connected throttle linkage. The engine could not be rotated by hand. The oil dipstick was not found during recovery; however, the pilot stated he had replaced it after checking the oil.
On April 15 and 16, 2015, the engine was disassembled and examined at Dawson Aircraft in Clinton, Arkansas. The dipstick remained missing. More than 4 quarts of oil and 1 to 2 cups of water were drained from the engine. No oil was found in the engine cowling, and no oil streaks were present underneath the fuselage.
Engine Damage Findings
The no. 2 middle bearing on the crankshaft had seized. The third bearing aft between the two cylinder banks had rotated, as had the bearing for the no. 3 connecting rod. Evidence of severe heat distress and mechanical damage was observed on the no. 3 rod bearing, which had begun extruding from the connecting rod end. The no. 4 piston wrist pin plug was deformed and had damaged the side of the piston. Aluminum pieces and shavings were present throughout the engine. The engine components appeared to have been manufactured by Superior Air Parts, Inc., rather than Textron Lycoming.