Accident Summary
On October 26, 2024, at approximately 1004 eastern daylight time, a Cessna 150H, registration N22197, was substantially damaged during a forced landing near St. Agatha, Maine. The private pilot, who was the sole occupant, was not injured. The aircraft was being operated as a personal flight under Title 14 Code of Federal Regulations Part 91.
Pilot Actions
According to the pilot, no discrepancies were noted during the preflight inspection or engine run-up before departure. The flight departed with full fuel tanks and climbed to a cruising altitude of 2,500 feet mean sea level (msl). After passing Sinclair, Maine, approximately 15 miles from the departure airport near Stockholm, Maine, while flying at 2,500 ft msl, 2,300 rpm, and 95 mph, the engine output dropped from about 2,300 rpm to approximately 1,500 rpm. The pilot applied carburetor heat and left it engaged, cycled the fuel shutoff valve on and off, pumped the throttle, and switched the ignition to left and right positions, but power was not restored. While descending to 2,000 ft msl at 80 mph, the pilot turned back toward the departure airport but realized over Sinclair that he would be unable to reach it. He spotted a tilled field for a forced landing, entered downwind, base, and final approach, maintaining 60 to 65 mph on final. During the landing roll, the right wing contacted the ground, and the nose landing gear collapsed after hitting a furrow.
Postaccident Examination
Postaccident examination of the aircraft revealed substantial damage to the engine mount, the right wing near the wingtip, and the right wing root. Examination of the engine and its systems after recovery found no evidence of preimpact failure or malfunction. The carburetor heat control and valve operated properly.
Weather Conditions
A High Resolution Rapid Refresh (HRRR) model sounding created for the approximate time and location where the pilot reported the power loss indicated a temperature of 34.5°F and a dew point of 33.8°F. Review of the icing probability chart from Federal Aviation Administration Special Airworthiness Information Bulletin CE-09-35 showed that the conditions were "conducive to serious icing at cruise power," with values near 100% relative humidity. According to FAA Advisory Circular 20-113, pilots should regularly use carburetor heat under conditions conducive to atmospheric icing and remain alert for indications of induction system icing, especially when relative humidity exceeds 50% or visible moisture is present.