On July 23, 1999, at 1115 central daylight time, a Boeing A75L3 airplane, N59646, was substantially damaged when it impacted a golf cart and terrain during a forced landing following a loss of engine power during the initial takeoff climb from Spinks Airport, Fort Worth, Texas. The two occupants, a commercial pilot and a private pilot, were not injured, and the driver of the golf cart sustained minor injuries. No flight plan was filed and visual meteorological conditions prevailed for the 14 Code of Federal Regulations Part 91 personal flight. The flight's intended destination was the Arlington Municipal Airport in Arlington, Texas. During interviews conducted by an FAA inspector and in written statements submitted to the NTSB, the two pilots reported that they made a series of touch-and-go landings at Spinks Airport, refueled the airplane with 19.3 gallons of 100LL aviation fuel, and then performed several more touch-and-go landings. A decision was made by the pilots to return to the Arlington Municipal Airport. The private pilot, who was occupying the rear seat, performed the takeoff with the smoke system on. The airplane "started to gradually lose power." When the airplane reached an altitude of 50 to 100 feet agl, the private pilot turned left to an easterly heading. The commercial pilot noticed that the airplane was not climbing and used hand signals to communicate his observation to the private pilot. The private pilot then transferred control of the airplane to the commercial pilot. The "slow gradual loss of engine power" continued, and the commercial pilot initiated a forced landing to a fairway of the Southern Oaks Golf Course. The airplane touched down approximately 150 feet short of the fairway, impacted a moving golf cart, struck a curb, nosed over, and came to rest inverted on the fairway. According to the FAA inspector, who responded to the accident site, the main landing gear separated, and the upper and lower right wings sustained structural damage. On November 5, 1999, under the supervision of the NTSB investigator-in-charge, the Lycoming R680 engine and the airframe fuel system were examined at the facilities of Air Salvage of Dallas, Lancaster, Texas. The fuel tank was found to be approximately 1/2 full with blue colored fuel. No water was noted in a fuel sample drained from the tank. The fuel vent line was unobstructed, and fuel flowed freely from the tank to the main fuel strainer mounted on the firewall. Disassembly of the carburetor revealed that the inlet screen and bowl were free of debris, the float and needle valve assembly moved freely, and the venturi was coated with carbon deposits. Engine continuity was confirmed to all cylinders and to the magnetos by manually rotating the propeller. Thumb compression was verified on all cylinders except cylinder #1. Cylinder #1 was removed, and carbon particles were found between the intake valve head and the valve seat. Examination of the intake system supplying fresh air to the carburetor revealed no obstructions to airflow. Examination of the intake system supplying heated air to the carburetor revealed the presence of a 1-inch by 3-inch piece of sheet metal in the plenum. It was noted that a screen covering the base of the carburetor would have prevented this piece of metal from entering the venturi. Additionally, it was noted that when the piece of metal was positioned on the screen, it covered approximately one-third of the screen.