On June 16, 1996, at 1630 central daylight time, a Cessna 152, N93139, registered to and operated by NEC Resident Schools, Inc., dba Spartan School of Aeronautics, as a Title 14 CFR Part 141 flight, sustained substantial damage during a forced landing following a loss of engine power near Hobart, Oklahoma. The solo student pilot was not injured. Visual meteorological conditions prevailed for the cross country instructional flight that departed Tulsa, Oklahoma, 4 hours 45 minutes before the accident. During personnel interviews, conducted by the investigator-in-charge, the operator reported the flight as the second solo cross country for the student pilot. The operator further stated that during the student's first cross country from Tulsa, Oklahoma, to McAlester, Oklahoma, the student had requested assistance from a McAlester Flight Service Station specialist to locate the airport. That flight ended without further incident. The student received additional instruction and was released for another solo cross country. The flight plan was 2 hours and 20 minute's time to Hobart and the flight departed Tulsa at 1145. A review of the Air Traffic Control data by the investigator-in-charge revealed the following information. At 1231, en route to Hobart, the student contacted Oklahoma Air Traffic Approach Control who assigned the transponder code of 0422 and identified the airplane over Luther, Oklahoma (approximately 32 miles northwest of Oklahoma City, Oklahoma). The controller vectored the airplane to remain clear of NOTAM airspace (Page Airport from the surface to 10,000 feet MSL and El Reno Airport from the surface to 5,000 feet MSL). Subsequently, at approximately 1312, the pilot was cleared to turn right on course and resume his own navigation to Hobart. The controller observed the airplane heading 120 degrees and advised the pilot that the heading would not get him to Hobart. At approximately 1324, the pilot changed the airplane heading to 240 degrees and subsequently to 220 degrees. At approximately 1459, the pilot repeatedly requested heading assistance from air traffic and was given a suggested heading of 265 degrees to Hobart. At 1510, the pilot was advised to change to Fort Sill Approach Control frequency, 118.6. Fuel status was reported as 1/2 tank; however, as the airplane was being vectored to Hobart, a total loss of engine power occurred. During the landing roll, the airplane nosed over in the wet field and came to rest inverted. The chief mechanic for the operator examined the airplane and reported bending and buckling of the wing spars. The mechanic did not find fuel in the gascolator or the carburetor.