On May 2, 1999, at 1400 central daylight time, a Cessna 182C, N8563T, operated and piloted by a commercial pilot, was destroyed by fire on Clair RLA (restricted landing area)(1,700 feet X 50 feet dry/grass) near Loraine, Illinois. A co-owner said that the pilot taxied to the take-off end of runway 9, had started doing an engine run-up, and applied carburetor heat. The engine quit. The engine would not restart. He said that the pilot went to check under the cowling and noticed the fire. The pilot reported no injuries. The personal flight was conducted under 14 CFR Part 91. Visual meteorological conditions prevailed at the time of the accident. No flight plan was on file. In a written statement, the pilot said that he let the engine warm up, taxied to the west end of the strip, throttled up to 1,700 rpm, and performed a magneto check with 100 rpm drop on each magneto. He stated that he pulled carburetor heat and the engine died. He said that he pushed in the carburetor heat, adjusted the throttle, and cranked the engine two or three times with no restart. He stated that he smelled smoke, looked out, and saw smoke coming out from the propeller hub area. He got out of the airplane and he said that he saw flames inside the bottom of the engine compartment. He said that the airplane was engulfed in flame when the fire truck arrived. An inspection of the accident airplane's Marvel Schebler MA-4-5 carburetor was conducted on July 15, 1999, at RLB Accessory, Addison, Illinois. General inspection revealed a sooty substance covering the carburetor and its air box. The carburetor was marked P/N 10-3965-12 and S/N 4018771. The throttle and mixture moved freely. The carburetor was disassembled. The screen filter was found clean. The floats were found detached from the lever arm assembly and were found in the carburetor bowl bottom along with drops of metal similar in the color and the consistency of lead. The rubber valve tip was found pliable and no deformations were observed. The lever arm's tab was found worn in the spot where it contacts the valve. A black fibrous material was found in the venturi area. The float level was checked with a 13/64-inch go/no-go gauge and was found high. The attached Stratoflex fuel hose was inspected. The hose was marked MS28741 8 0144 and 1Q77. The hose was stiff when flexed. The hose was pressurized with fluid to 30 psi and did not exhibit any leaks. Cessna service letter SE71-7, dated April 5, 1971, states: RECOMMENDED INSPECTION & MAINTENANCE PROCEDURES - FLEXIBLE FLUID HOSES 5. Flexible hoses which are found leaking or showing a notable amount of stiffness are to be replaced. It is suggested that all flexible fluid carrying hoses in the engine compartment be replaced at engine overhaul or every five years, whichever comes first.