On March 26, 2000, about 1530 eastern standard time, a Cessna 152, N757JE, registered to Christionsen Aviation, Inc., operated by International Wings, Inc., collided with palmetto trees approximately 1/2 mile north of the approach end of runway 18 at the Massey Ranch Airpark, Edgewater, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged and the private-rated pilot, the sole occupant was not injured. The flight originated about 15 minutes earlier from the Massey Ranch Airpark. The pilot stated that the purpose of the flight was to practice communications with Daytona Beach Approach Control, and after takeoff, attempts at communicating with the facility were unsuccessful. He elected to return and entered the traffic pattern at the intersection of the downwind and base legs to runway 18. The flight turned base then after adding power to arrest the rate of descent, the engine did not respond. He turned onto final approach and began troubleshooting which was unsuccessful. Realizing that he was unable to land on the runway, he maintained 60 knots indicated airspeed and maneuvered the airplane towards an area that had tall trees. The airplane impacted the trees at just above stall airspeed, and then descended to the ground. The pilot exited the airplane, walked to the airport, and notified the operator of the accident. The crash site was determined by Global Positioning System to be located .6 nautical mile north of the threshold for runway 18. The airplane was recovered for further examination. Examination of the airplane by an FAA inspector revealed that the carburetor inlet fitting was separated from the carburetor; the threads of the inlet fitting were found to contain aluminum from the throttle body assembly. Additionally, damage to the firewall was noted and an "elbow-type fitting" coming through the firewall was bent and kinked. Fuel was supplied to the carburetor inlet and fuel leakage was noted from the throat of the carburetor. The engine was started and operated at a low power setting only due to damage to the propeller and engine mount. No discrepancies were noted during the short duration engine run. After the engine run, the carburetor was removed from the airplane and taken to an FAA certified repair station for further examination. Bench testing of the carburetor revealed no malfunction or discrepancies pertaining to flow check, and pressure check. Teardown examination revealed no discrepancies. Review of the maintenance records revealed that the carburetor was repaired on March 17, 2000, and installed in the aircraft the same day. The engine was then started and operated normally. The airplane had accumulated 13.6 hours since carburetor installation at the time of the accident. Over a 2-day period that began March 24th, the airplane was flown from Tulsa, Oklahoma, to Edgewater, Florida. According to the pilot who flew the airplane, after landing for a fuel stop during the fourth leg, he noted fuel leaking from the throat of the carburetor. A mechanic inspected the airplane at the request of the pilot; the mechanic reported to the pilot that the float was probably stuck and when question by the pilot about safety of continuing the flight, the mechanic assured him it would be safe to continue. There was no work performed to the carburetor and there were no further discrepancies pertaining to the carburetor during the remainder of the flights to Florida.