On January 14, 1994, about 1200 Pacific standard time, a Cessna 140, N140KT, collided with ground obstructions during a forced landing near Warner Springs, California. The forced landing was precipitated by loss of engine power during a climb to cruise altitude. The aircraft was owned and operated by the pilot. Visual meteorological conditions prevailed at the time, and a VFR flight plan was filed for the personal cross country flight. The aircraft sustained substantial damage. The certificated private pilot and his one passenger incurred minor injuries. The flight originated at the Carlsbad Palomar airport on the day of the mishap about 1145 hours as a flight to Chiriaco Summit, California. The pilot reported that the aircraft was in a cruise climb configuration passing through 6,500 going to an eventual cruise altitude of 7,500 feet when the engine began to loose power. The pilot described the power loss as a slow decrease in RPM's followed by a "pulsing at low RPM." The pilot began a descent and attempted to remedy the power loss by changing the mixture setting and applying carburetor heat. Power could not be restored and the pilot landed in a pasture. During the landing ground roll, the aircraft collided with the lip of a ravine and incurred substantial damage. The UNICOM operator at the Ramona, California, airport reported that they were in radio contact with the aircraft. The radio operator stated the pilot reported that the engine was sputtering and running intermittently prior to quitting altogether. An FAA airworthiness inspector responded to the accident site and examined the aircraft. In his report, the inspector stated that fuel was evident in the tanks, lines, and gascolator bowl. No external evidence of catastrophic failure was observed on the exterior of the engine. After recovery of the airplane to a salvage yard, the FAA inspectors continued the examination of the aircraft. The propeller and impact damaged intake spider manifold were replaced. The engine was then started and ran for several minutes, up to 2,000 RPM, utilizing the airframe fuel and ignition system components. After the engine run, the carburetor was disassembled with no internal abnormalities noted.