On June 13, 2009, at 1705 eastern daylight time, a Cessna 150H, N22075, impacted terrain while executing a forced landing, following a loss of engine power in Lawrenceville, Virginia. The student pilot, the sole occupant, was not injured and the airplane sustained substantial damage. The flight was operated as an instructional flight under the provisions of 14 Code of Federal Regulations (CFR) Part 91, and no flight plan was filed for the local training flight. Visual meteorological conditions prevailed at the time of the accident. The flight had originated from the Lawrenceville/Brunswick Municipal Airport (LVL), Lawrenceville, Virginia, at 1700. According to the student pilot, during his third takeoff for the day, he climbed to 700 feet mean sea level and “experienced an engine problem and the prop stopped working. The airspeed dropped and [he] re-established the airspeed by pitching down just a little, [and] all I saw was a lumber factory and aimed for the driveway. I touched down and while I was rolling I hit a light pole on the right side of the wingtip. The airplane went left and [was] stopped by a tree impact.” Examination of the airplane by a Federal Aviation Administration (FAA) inspector found both wings substantially damaged by impact with a light pole and trees. Both wing leading edges were crushed aft, bending the spars. Examination of the engine found engine oil present and at the proper level. The spark plugs had no unusual discoloration, the propeller was rotated by hand and cylinder compression and valve continuity was confirmed. The air filter was removed and the air intake box inspected for obstructions, with none noted. Fuel was drained from the airframe fuel bowl and no contaminants were noted. The spark plugs were reinstalled and the engine was started and ran using the aircraft systems. Examination of the wreckage did not reveal any evidence of a preexisting mechanical failure or malfunction. The airplane's most recent annual inspection was performed on September 1, 2008. The airplane had accumulated 70 hours of operation from the time of that inspection, until the time of the accident. A review of the carburetor icing probability chart showed that at the time of the accident the aircraft was operating in conditions conducive to serious carburetor icing at glide power.