On November 23, 1999, at 1030 eastern standard time, a Cessna 172P, N65668, operated by Geist Air Services, was substantially damaged during landing on Runway 16 (3,901 feet by 75 feet, dry concrete) at Mount Comfort Airport (MQJ), Greenfield, Indiana. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 student solo flight was not operating on a flight plan. The student pilot received minor injuries. The flight originated from the Indianapolis Brookside Airpark Airport, McCordsville, Indiana, at approximately 0900, to practice takeoff and landings at Mount Comfort Airport. The student pilot reported that this flight had been his fourth solo flight and his third solo flight into MQJ. He had been flying for 30-45 minutes prior to the accident and did not notice any problems. Prior to performing his planned practice of takeoff and landings at MQJ, he stopped for fuel, performed a preflight inspection that included checking the fuel and visually inspecting the fuel level in both tanks. He reported that his inspection of the fuel revealed that the fuel was of correct color and that there was no water contamination. He taxied out to the runway and performed an engine runup at a power setting of 1,700 rpm. Both magnetos were checked with and an rpm drop to 1,600 rpm. When carburetor heat was applied during the runup, a drop in power to 1,600 rpm was noted. He added that the fuel selector was in the "BOTH" position. He entered a traffic pattern to runway 16. During the downwind leg, the power was set to 2,200-2,300 rpm. Abeam the touchdown point, the power was reduced to 1,600 rpm, carburetor heat was selected, and the first flap setting was selected. Upon turning to the base leg, he selected the second setting of flaps. Upon turning final, the carburetor heat was deselected and the aircraft was configured with a final flap setting of 30 degrees and airspeed of 60 knots indicated airspeed. The engine speed ranged from 1,600-1,400 rpm. When the throttle was reduced to idle on short final, he noticed that the engine started sputtering. His first reaction was to check the magnetos but did not notice any improvement. He stated that when he advanced the throttle, the engine continued to sputter but he did not know if there was an increase in engine rpm. The flaps remained in the 30 degree position and the carburetor heat remained off. The student pilot stated that the aircraft "nose dived" onto the runway, hit the runway centerline, and departed toward the left side of the runway. He could not recall whether the engine was still running during the landing. He stated that he was taught to reduce power to 1,600 rpm abeam the touchdown point and select the first notch of flaps as the airspeed dropped with the carburetor heat selected. Upon entering the base leg, he was to select the second notch of flaps. On turn to final, he would select the last notch of flaps and push the carburetor heat in. The student pilot stated that his instructor informed him that the aircraft had been down two weeks ago because it could not "produce enough power". The accident flight was the third or fourth time that the student pilot had flown the accident aircraft. The student pilot reported accumulating a total flight time of 16 hours in a Cessna 172 of which 4 hours were in the last 30 days. Inspection of the airplane by the Federal Aviation Administration revealed that the propeller blades were bent forwards. No mechanical engine or airframe anomalies were noted.