On October 23, 1999, about 1645 Pacific daylight time, a Cessna 150B, N1252Y, registered to and operated by the commercial pilot, was substantially damaged during an off-airport landing following an abrupt loss of engine power, one mile east of the Green River Airstrip, Sweet Home, Oregon. Visual meteorological conditions prevailed and no flight plan was filed for the 14CFR91 personal flight. The commercial pilot, the sole occupant of the aircraft, was not injured. The flight originated from the Green River Airstrip approximately two minutes prior to the accident.

During a telephone interview and subsequent written statement, the pilot reported that prior to takeoff, he was sitting with the engine idling for about five minutes while he programmed his GPS. The pilot then applied full power for takeoff, and the airplane lifted off at about 50 mph. The pilot established a 60 mph climb to about 300 - 400 feet when the engine "dogged down and then stopped." The pilot pitched the nose down to establish the best glide in an attempt to return to the runway. During the turn back, the pilot realized that he would not be able to return to the runway and he diverted to a nearby field. During the descent, the pilot pushed the mixture to rich and applied carburetor heat, however the engine would not start. The pilot continued with the forced landing to the field that was covered with berry vines. During the landing roll, the airplane collided with the berry vines, slid about 30 feet, then spun around about 150 degrees to the left before coming to rest.

The pilot reported that there were no mechanical failures or malfunctions with the airplane at the time. In a side note on the attached Pilot/Operator Aircraft Accident Report Form, the pilot indicated, "maybe apply carb heat right before takeoff" in answer to how this accident could have been prevented,

The nearest weather reporting facility located about 32 miles southwest of the accident site at Eugene, Oregon, indicated that the temperature was 60 degrees F, and the dew point was 46 degrees F. The attached carburetor icing probability chart for the reported temperatures indicates the probability of serious icing - cruise or climb power.

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