On September 1, 1997, at 1035 central daylight time (cdt), a Bucker Jungmann, N131G, piloted by a commercially certificated pilot, was substantially damaged during a collision with power lines and the ground during a forced landing approach. The pilot reported a total loss of power while cruising at 2,000 feet mean sea level. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 personal flight was not operating on a flight plan. The pilot reported minor injuries. The flight departed Blakesburg, Iowa, at 1025 cdt. According to the pilot, the "...engine suffered [a] dramatic loss of power..." about 10 minutes after takeoff. He said the engine could not be restarted following the failure. The pilot said he selected the "...best available field..." for the forced landing. He said the airplane struck a power line during the landing approach and nosed down onto the ground. The North American representative for the engine manufacturer, Letecke Oprauny Maleske (LOM), stated the manager at N131G's departure airport said N131G had aborted a takeoff due to "...engine difficulties... ." The representative's statement continues, "...[the] fuel pumps [were] drained, and the engine ran at high RPM, and all seemed to be working fine." A mechanic from the departure airport examined N131G at the accident site. He stated the "...fuel was not contaminated in any way." He said the gascolator had "...less than a teaspoon..." of water in it. His statement is appended to this report. The on-scene investigation revealed mechanical continuity within the LOM M332AK engine. One magneto was removed and sparked when rotated. The fuselage fuel tank had sustained collision damage and was ruptured. About 1-cup of residual fuel having an odor and color similar to 100LL was found in the tank. Fuel was found in all 4 injector lines. The fuel lines were removed from the fuel injection pump. Fuel drained from the fuel pump at all 4 fuel line attach points. The gascolator contained fuel and about 1-teaspoon of water when examined. The throttle, mixture, and supercharger controls sustained crash damage and were not able to be moved. The throttle was found in the full forward position. The fuel injection pump could not be properly inspected by facilities in the United States. The Federal Aviation Administration's AAI-100 in Washington, D.C. was asked to have one of the Agency's Belgium inspectors observe the manufacturer's testing of the pump. The FAA was unable to assit because the engine was not an FAA certified engine. The fuel injection pump was examined at the manufacturer's facility in Malesice, Czech Republic, with the cooperation of the Czech Republic Aviation Authority. The examination revealed that "The injection pump was securing reliable engine regulation...," according to the Quality Director for the engine manufacturer. A copy of this report is appended to this report.