On November 25, 2007, at 2004 eastern standard time, a Cessna 152, N4948P, was substantially damaged during a forced landing, following a total loss of engine power during initial climb from Kendall-Tamiami Executive Airport (TMB), Miami, Florida. The certificated private pilot and passenger sustained minor injuries. Night visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 Code of Federal Regulations Part 91. The pilot reported that while climbing on a downwind leg, after departing runway 9R, about 800 feet above ground level (agl), the engine rpm decayed to 1,900. About 3 seconds later, the engine lost all power. The pilot was unable to restart the engine, and performed a forced landing to a field near the approach end of runway 9R. During the landing roll, the nose gear encountered uneven terrain, and the airplane came to rest inverted. The airplane's most recent 100-hour inspection was completed on November 12, 2007. At that time, the airplane had accumulated 7,190 total hours of operation, and it accumulated 87.2 additional hours of operation since that inspection. At the time of the inspection, the engine had accumulated 2,069 total hours of operation since major overhaul. Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that there was approximately 12 gallons of fuel remaining in the airplane; with 6 gallons in each wing fuel tank. Fuel was recovered from the fuel filter, and appeared clean, with no visible contamination observed. The engine had separated from its mounts; however, the inspector was able to rotate the propeller through two revolutions via the airplane's starter motor, and confirm camshaft, crankshaft, and valve train continuity. The inspector also noted that the fuel bowl, fuel filter, and carburetor were absent of debris. Both magnetos produced spark at all towers when rotated by hand. On December 13, 2007, the FAA inspector witnessed a test-run of the accident airplane engine. Due to impact damage, a new carburetor was installed, and some debris from the impact was removed from the engine. The engine then started on the first attempt, and ran continuously, without hesitation, at multiple power settings. A laboratory fuel analysis of fuel samples from the fueling truck and the accident airplane revealed that the samples were not contaminated, and met "ASTM D-910" specifications for 100 low lead aviation gasoline. The reported weather at TMB, at 1953, was: wind from 100 degrees at 8 knots; visibility 10 miles; sky clear; temperature 23 degrees Celsius (C); dew point 20 degrees C; altimeter 30.11 inches of mercury.