On March 28, 2007, about 1945 eastern daylight time, an Alon A2, N992DC, operated by a private pilot, sustained substantial damage on impact with terrain during a forced landing following an in-flight loss of engine power during cruise near Ravenna, Ohio. The personal flight was operating under 14 Code of Federal Regulations Part 91. The pilot and pilot rated passenger sustained minor injuries. Visual meteorological conditions prevailed at the time of the accident. No flight plan was on file. The flight originated from the Youngstown-Warren Regional Airport (YNG), near Vienna, Ohio, about 1930, and was destined for the Akron Fulton International Airport (AKR), near Akron, Ohio. Transcripts from the Federal Aviation Administration (FAA) approach control frequency for the Akron-Canton Airport (CAK) showed that the flight contacted approach about 1939 and the pilot requested flight following. About 1940, the pilot requested a heading to the nearest airport and reported a loss of engine power. About 1941, the flight was given a heading for the Portage County Airport and the pilot reported that the airplane was at 3,500 feet above mean sea level. About 1943, the pilot reported that the fuel tanks were full. About 1945, the pilot stated, "two delta charlie is going to have to put into a field." The pilot reported that the fuel tanks were filled at YNG. His accident report, in part, stated: Requested flight following from CAK - ... engine quit - tried to restart engine but failed - Passenger who is an airline pilot with more experience asked for permission to assume [pilot in command], which I consented. We radioed CAK of our dilemma and for a heading to the nearest airport which was 29G - we landed 1 mile short of 29G in a field where we hit a ditch, impacting hard, spun around and came to an abrupt stop. FAA inspectors examined the wreckage. No pre-impact anomalies were detected. The carburetor heat was found in the off position. At 1854, the recorded weather at AKR was: Wind 050 degrees at 12 knots; visibility 10 statute miles; sky condition clear; temperature 14 degrees C; dew point 1 degree C; altimeter 30.27 inches of mercury. At 1954, the recorded weather at AKR was: Wind 040 degrees at 8 knots; visibility 10 statute miles; sky condition clear; temperature 12 degrees C; dew point -1 degree C; altimeter 30.30 inches of mercury. The local temperature and dew point at the time of the accident were plotted on a Transport Canada carburetor-icing chart. Their intersection fell in the serious icing-descent power area. Neither the pilot nor the pilot rated passenger's written accident reports listed the use of carburetor heat. The pilot was asked in a telephone interview about it and he reported that carburetor heat was used during the forced landing.