CHI97LA172

Factual narrative

On June 19, 1997, at 0820 eastern daylight time (edt), a Cessna 150K, N5738G, operated by a private pilot, sustained substantial damage when during approach to landing the airplane's engine began to run rough and then quit. The pilot subsequently landed the airplane in a parking lot. During the landing roll, the airplane's left wing stuck some signs. Visual meteorological conditions prevailed at the time of the accident. The personal flight was being conducted under 14 CFR Part 91. A flight plan was not on file. The pilot reported no injuries. The cross country flight originated at Kalamazoo, Michigan, at 0720 edt. In his written statement, the pilot said that he was on final approach for runway 09L at Willow Run Airport, Ypsilanti, Michigan, at reduced power when the engine began to run rough. The pilot "began to add power, but there was no response from the engine." The pilot said, [I] "began an engine restart after the engine quit and I saw that I would be short of the runway. Restart was unsuccessful." The pilot selected "a landing site in the north parking lot of the General Motors powertrain plant." During the landing, the airplane "hit a rut which threw the airplane to the left and struck [two] signs." The airplane then rolled to a stop. The Federal Aviation Administration (FAA) inspector who examined the airplane at the site found the airplane sitting upright in the parking lot of the General Motors facility. Two nearby signs were knocked over. The airplane's left wing leading edge, outboard of the strut, was bent rearward, crushed aft, and exhibited several tears in the metal. The left wing main spar was bent aft. The left wing upper skin surface was heavily wrinkled. The left aileron exhibited several tears in its metal skin. The left wing, inboard of the strut, and the left wing flap were undamaged. No other damage to the airplane was observed. Flight control continuity was confirmed. Adequate fuel was observed in both wing fuel tanks. Examination of the fuel showed no evidence of water in the fuel. The engine was restarted and ran smoothly. The magnetos were checked and exhibited proper rpm drops. The carburetor heat knob was in the "off" position. No other anomalies were found with the airplane. According to Department of Transportation/FAA/CT-82/44 Publication: Light Aircraft Piston Engine Carburetor Ice Detector/Warning Device Sensitivity/Effectiveness, June 1982, Carburetor Icing Probability Chart; the temperature (62-degrees Fahrenheit) and dew point (54-degrees Fahrenheit) reported by the National Weather Service Station at White Lake, Michigan, for the Ypsilanti, Michigan area, at the time the airplane lost power, places the probability for carburetor icing in the "serious icing at glide power" area of the chart. The pilot said that he was on final approach at reduced power when the engine began to run rough. He 'began to add power, but there was no response from the engine. [I] began an engine restart after the engine quit and I saw that I would be short of the runway. [The] restart was unsuccessful.' The pilot elected to land in a parking lot near the airport. During the landing, the airplane 'hit a rut which threw the airplane to the left and struck [two] signs.' The airplane then rolled to a stop. Examination of the airplane revealed that the carburetor heat knob was in the 'off' position. No other anomalies were found. The temperature and dew point were 62 and 54 degrees, respectively. According to icing probability charts, conditions were conducive for carburetor icing. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12