| Crash location | 26.600000°N, 81.967500°W |
| Nearest city | Cape Coral, FL
26.562854°N, 81.949533°W 2.8 miles away |
| Tail number | N6069G |
|---|---|
| Accident date | 17 Dec 2006 |
| Aircraft type | Cessna 150K |
| Additional details: | None |
On December 17, 2006, about 0615 eastern standard time, a Cessna 150K, N6069G, registered to and operated by a private individual, as a Title 14 CFR Part 91 personal flight, made a forced landing to a road in Cape Coral, Florida. Instrument meteorological conditions prevailed, and no flight plan was filed. The private-rated pilot was not injured, and the airplane incurred substantial damage. The flight originated in Fort Myers, Florida, the same day, about 0605.
The pilot stated that he departed from Page Field, Fort Myers, Florida, for a VFR flight to Tallahassee, Florida, with a planned stop in Ocala, Florida. He said that he had gotten the weather report from DUATS and the ASOS. A few minutes after departing, while at 1,000 feet over the city of Cape Coral, Florida, he said he set the throttle to a cruise RPM of 2300, and within about a half minute the engine RPMs dropped to idle RPM. He said he activated the carburetor heat control and a few minutes later the engine ceased operating. He said he attempted to restart the engine but it would not start, so he made a forced landing on the northbound lanes of a 4-laned street. During the landing rollout the right wing struck two road signs and the airplane veered, incurring damage.
The 0630, Fort Myers (FMY), Florida, surface weather observation showed that the visibility was 1 and 3/4 statute miles, and the ceiling as 600 overcast. FAA records showed that the private-rated pilot/owner of the accident airplane did not possess an instrument rating.
On December 17, 2006, an FAA maintenance inspector responded to the accident scene, removed the engine cowling, and conducted an examination of the airplane. No anomalies were noted. In addition, on December 21, 2006, An FAA licensed mechanic conducted a detailed engine examination under FAA supervision, and no anomalies were noted.
Review of carburetor icing probability charts show that at the time of the engine failure the flight was operating in conditions conductive to moderate icing during cruise power settings and serious icing during glide/descent power settings.
The pilot's in-flight encounter with carburetor ice and inadequate remedial action which resulted in the engine ceasing to operate and a forced landing and damage to the airplane during the landing.