On September 14, 1998, approximately 1410 Pacific daylight time, a Stinson 108-1, N8666K, operated as a 14 CFR part 91 personal/business flight, struck a power line and subsequently impacted terrain during an attempted landing in a wheat field near Spray, Oregon. The aircraft was substantially damaged. The private pilot, who was the sole occupant, was uninjured. The flight originated at Kimberly, Oregon, with a destination of Spray. No flight plan had been filed, and visual meteorological conditions existed at the time of the accident. The pilot furnished a report of the accident to the NTSB through counsel. The pilot's report stated: "On descent into airport experienced rough engine and attempted precautionary landing at farm airport. Misjudged power line on approach and broke wires and landed hard in farm field...." Information furnished on the pilot's NTSB accident report indicated the pilot's last required flight review was in 1987, the last inspection on the aircraft was performed in 1994, and the pilot's medical certificate was expired (issued in 1994). An FAA inspector who examined the aircraft on the day after the accident further reported that the aircraft appeared to be equipped with non-approved, automotive-type fuel quantity and oil pressure gauges. The FAA inspector reported that both fuel tanks were found near full, with the scent of the fuel in the right tank being similar to that of auto fuel or a mixture of automotive and aviation gasoline. The pilot's NTSB accident report indicated that the pilot did not know how much fuel was aboard the aircraft at the last takeoff. The pilot's NTSB accident report also indicated that no mechanical malfunction or failure was involved in the accident (expressing a suspicion that the power loss was due to carburetor ice.) Temperature and dewpoint at John Day State Airport, John Day, Oregon (approximately 44 nautical miles southeast of Spray), was reported as 32 degrees C (90 degrees F) and -1 degree C (30 degrees F), respectively, at 1446. According to FAA carburetor ice hazard prediction data, this combination of temperature and dewpoint does not pose a carburetor ice hazard.