On July 9, 1992 at about 1130 eastern daylight time, N89577, a Cessna 152 airplane, a training flight, crashed at Chestertown, Maryland. Visual meteorological conditions existed. The student pilot, the sole occupant, received minor injuries. The airplane was substantially damaged. The departure point was Scheeler Field Airport (07W), Chestertown, Maryland.

The flight originated about 1030 edt at Martin State Airport, Baltimore, Maryland. The student pilot reported that he practiced some aerial manuevers before he landed at 07W where after he landed, he taxied back and took off on runway 2 for a return flight to Baltimore. The engine began to lose power shortly after takeoff and the pilot was returning to land at 07W when the accident occurred. The pilot had 36 hours of total time, including 35 hours in type.

According to the pilot, " As I climbed out I reached 500 to 750 feet and once again entered a left hand traffic pattern. Upon entering downwind, I noticed I couldn't gain altitude despite full throttle. (Power) was below 2000 rpms, approx. 1900, I knew something was not right and decided to land back at 07W and not risk a flight over the water to (Baltimore). The props were still turning and I rechecked the the throttle, fuel shutoff valve on, ignition switch both , carburetor heat, off, mixture, in.

"I got back into the pattern for runway 2, but upon the final approach I was long and didn't chance overshooting the runway. Not knowing I hadn't any power avialable, I thought I could go around and try again. When I gave full throttle to climb, I continued to descend very gradually over the shopping center, 200 feet below. I found myself unable to turn around given the low altitude and continued by no choice on a straight path looking for an opening to land. Still desperately squeezing in full throttle with no luck. Avoiding a much property and people as possible, I continued to descend until my wing hit an obstacle which forced the plane down."

The airplane struck the top of two houses and a utility pole before it came to rest in the front yard of a residence.

The engine was examined and manual rotation of the propeller resulted in operation of the accessory gear drive mechanisms, magneto sparking, and valve train operations. Compression was confirmed at each cylinder. Fuel was drained from the carburetor. Disassembly of the carburetor did not disclose evidence of mechancial defect.

The temperature and dew point, respectively, 76 and 60 degress Farenheit. According to the Icing Probability Curves (see report attachment), conditions were favorable to the formation of induction system icing.

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