On October 20, 2018, about 0030 eastern daylight time, a Piper PA-22-108, N5581Z, was substantially damaged when it impacted wooded terrain during a forced landing near Brownstown, Indiana. The student pilot was not injured. The airplane was operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Night visual meteorological conditions prevailed at the accident site, and no flight plan was filed for the flight, which departed from Indianapolis Metropolitan Airport (UMP), Indianapolis, Indiana, on October 19, 2018, about 2230.According to the student pilot, he departed from his home airport of Crossville Memorial Airport-Whitson Field (CSV), Crossville, Tennessee, about 0730 on October 19, 2018, destined for UMP. He reported that the flight was uneventful, and he had the fuel tank topped off when he arrived at UMP. He spent the remainder of the day in the Indianapolis area for business. About 2230, after a normal preflight inspection and run-up, he departed to return to CSV. While enroute, about 60 miles south of UMP flying southbound at 3,000 ft mean sea level, he had just completed maneuvering around restricted airspace, and suddenly the airplane lost all electrical power. He stated in an "instant" everything went "black." Then, a few seconds later, the "engine just went quiet." He reported that he cycled the master electrical switch "up and down" from the spare fuse to the main fuse, and the engine starter switch from the both to off position a "couple of times," but power was not restored to either system. He reported that it was "very dark" when the failure occurred, and the only light he could see inside the cockpit was from his dimmed tablet computer. He subsequently navigated to a dark area below his flight path, hoping that it was an open field. The airplane impacted a heavily wooded area, and just prior to impact, he observed 68 knots groundspeed displayed on his tablet computer. The student pilot reported that his flight instructor was not aware of his solo cross-country flights, nor had his instructor provided him with logbook endorsements for the solo cross-country flights. An airframe and powerplant mechanic reported that the student pilot discussed the accident flight with him, two days after the event. The mechanic reported that the student pilot told him, while enroute with the landing and taxi lights on, the cockpit panel lights on bright, and his cell phone and tablet charging from the airplane's electrical system, the cockpit suddenly went black. In response, he said that he reached up and turned the magneto switch off. The student said the propeller was spinning at this time. The student said he subsequently moved the electrical master switch's position, and the magneto switch's position, but electrical power, nor engine power, were restored. According to a Federal Aviation Administration (FAA) inspector who examined the airplane at the accident site, the airplane impacted a heavily wooded area and came to rest upright. The engine was co-located with the firewall, and both wings had separated from the fuselage and were found along the debris path. The empennage remained attached to the fuselage and sustained impact damage. The single fuel tank was breached, but a residual amount of fuel remained in the tank and the accident site smelled of aviation fuel. The fuel selector was found in the ON position. The throttle, mixture, and carburetor heat levers were all found full forward. The propeller remained attached to the propeller hub. When visually examined, fuel was observed in the carburetor bowl. The propeller was rotated by hand, and thumb-compression was confirmed on all cylinders, with exception to the number 3 cylinder. The engine had sustained impact damage and could not rotate through a complete revolution. The top spark plugs were removed and examined, and each were consistent with normal operating wear. The bottom number 1- and 3-cylinder spark plugs appeared oil soaked, which was attributed to how the engine came to rest on its right side. The bottom 2- and 4-cylinder spark plugs were consistent with normal operating wear. Both magnetos were removed and each produced spark when rotated by hand. None of the electrical system's resettable circuit breakers were found extended. The main and spare fuses were located under the pilot seat. The master switch was found in the down position, which coincided with a selection to the spare fuse. When examined at the accident site, the spare fuse was found to be blown, and the electrical system would not turn on when tested with the switch selected to the spare fuse. When the electrical system was operated on the main fuse, the system powered on. The main fuse was removed and placed in the location where the spare fuse was located, and when the master switch was selected to the main fuse now installed in the spare fuse location, the electrical system powered on. According to FAA airman records, the pilot held a student pilot certificate. He was issued a third-class medical certificate in April 2018. The student pilot reported that he had about 120 hours of total flight time, all of which were in the accident make and model airplane. According to FAA airworthiness records, the high-wing airplane was powered by a Lycoming O-235-C1 engine and had 2 seats. The most recent annual inspection was completed in January 2018. The airplane's owner manual stated in part: Electrical System Electrical power for the Colt is supplied by a 12 volt, direct current system. For all normal operations, power is provided by a 12 volt, 25 ampere generator. A 12 volt, 24 ampere hour battery is used in the system to furnish power for starting and as a reserve power source in case of generator failure. The electrical system description in the airplane owner's manual also described that the fuse block contained two 30-amp fuses. The manual did not state which fuse normal operations should be conducted with. The accident airplane was equipped with a placard located next to the master switch that stated the main fuse was in the up position, off was in the center position, and the spare fuse was in the down position. The owner's manual did not provide procedures for an electrical failure. The weather conditions reported at 0035 at Madison Municipal Airport (IMS), Madison, Indiana, about 28 miles east of the accident site, included an overcast ceiling at 500 ft, visibility 7 statute miles, wind from 250° at 7 knots, temperature 10°C, and dew point 9°C. Weather conditions reported at 0053 at Monroe County Airport (BMG), Bloomington, Indiana, about 30 miles northwest of the accident site, included an overcast ceiling at 300 ft, visibility 6 statute miles, mist, wind from 250° at 7 knots, temperature 9°C, and dew point 9°C. The student pilot reported that the visibility was good in the area he was operating, he remained clear of clouds, and had ground contact for the entire flight. According to FAA Advisory Circular 61-65, Certification: Pilots and Flight and Ground Instructors, a student pilot must have an endorsement for each solo cross-country flight. Review of the student's logbook revealed he was not endorsed for outbound or return (accident) solo cross-country flight. The student's flight instructor reported that he was not made aware of the student's solo cross-country flights until after the accident.