Accident Summary
On April 14, 2023, about 1530 central daylight time, a Piper PA-18A-150 Super Cub, registration N7278D, was substantially damaged when it struck trees during a forced landing near Garrison, Missouri. The pilot and passenger were not injured. The airplane was operated as a personal flight under Title 14 Code of Federal Regulations Part 91.
Pilot Narrative
The pilot reported that he and his wife had purchased the airplane the day before the accident. The flight was intended to ferry the airplane from Paris, Texas, to an airport in Tennessee. The initial leg from Cox Field Airport (PRX) was uneventful, though sediment was found in the gascolator during preflight, requiring drainage of 15–21 ounces of AVGAS. During cruise, the pilot's wife noticed a minor sputter, which was not considered an emergency. The airplane landed at Gastons Airport (3M0) in Lakeview, Arkansas, without incident, after about 2.3 hours of flight with an average fuel burn of 9–10 gallons per hour.
After lunch, during preflight at 3M0, sediment was again found in the gascolator. The pilot drained another 15–21 ounces of AVGAS and decided to continue. The fuel sight gauge indicated each tank held slightly above ¼ tank, which the pilot estimated as about 10 gallons total. He did not refuel or visually confirm the fuel quantity. The pilot departed 3M0 for Downtown Airport (3DW) in Springfield, Missouri, a 30-minute leg. About 20 minutes into the flight, the engine sputtered. The pilot configured for a climb and increased power, but the engine sputtered again, so he reduced power to idle. He informed the other pilot and initiated a forced landing to a nearby field. After selecting a field and making a 360° turn with full flaps, the pilot decided to go around due to a tailwind. During the climb, the engine lost all power. The forced landing resulted in the airplane striking trees and coming to rest. The right wing and fuselage sustained substantial damage.
Examination
A postaccident examination by an FAA inspector found all major components at the site. Flight control continuity was established from the cockpit to the rudder and elevators; aileron movement could not be confirmed due to impact damage, but continuity was traceable to the flight surface. The pitch trim was found nearly full nose-down, and the flaps were fully retracted. The engine and accessories remained attached and showed no anomalies precluding normal operation. The fuel selector lever was in the BOTH position. The fuel strainer contained trace amounts of clean fuel with no water. The carburetor drain plug also had trace fuel, with no water, debris, or contamination. The right-wing tank was breached consistent with impact damage and contained no fuel. The left-wing tank was not breached but held only trace fuel. No blue staining or other fuel residue was observed at the wreckage.
Fuel System
According to the pilot's operating handbook, the Lycoming O-320 engine consumes about 9 gallons per hour at 75% power with full rich mixture. The pilot reported an average burn of 9–10 gph. Before the second leg, the fuel gauges indicated ¼ tank per side, which the pilot estimated as about 10 gallons total. He reported not refueling or visually checking the tanks. A major repair and alteration airworthiness record indicated that a Cub Crafters fuel system kit was installed on October 10, 2009, under STC SA00415SE. The STC required removal of header tanks and added Right, Left, Both, and Off positions to the fuel selector valve. The STC flight manual supplement stated usable fuel per tank as 17.2 gallons and unusable fuel as 0.8 gallons, out of an 18-gallon tank. Based on his calculations, the pilot estimated fuel usage: about 2 gallons for run-up and takeoff, 3 gallons for the 20-minute flight, and 1.6 gallons of unusable fuel, leaving about 3.4 gallons remaining.
Weather
The closest weather station at the time reported visual meteorological conditions with clear skies, temperature 77°F, dewpoint 48°F, and a barometric setting of 29.71 inches of mercury. According to the FAA Carburetor Icing Prevention Bulletin, these conditions were conducive to serious icing at glide power.