On August 22, 2009, about 1755 eastern daylight time, a Cessna 150J, N61022, was substantially damaged after a loss of engine power and forced landing at Fairmount, Georgia. The airplane was operated by a private individual. The student pilot had minor injuries. Visual meteorological conditions prevailed at the time, and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The flight originated at Cherokee County Airport (47A), Canton, Georgia at about 1740 and was destined for Rome, Georgia (RMG). The pilot was on a solo cross country flight that originated in Walterboro, South Carolina earlier in the day. While en route to RMG, he noticed that his transponder was intermittent, so he diverted to 47A for maintenance. The mechanic found that the airplane battery required charging. After the battery was charged for approximately one hour, the pilot departed for RMG. While en route, about 25 miles from RMG, the engine began to run rough. He applied carburetor heat for approximately 30 seconds; no improvement was observed. When the engine stopped running, he set up for a forced landing in a cow pasture. During the flare, he climbed slightly to avoid livestock and touched down in the grass. The airplane collided with a barbed wire fence and came to rest against a tree. An inspector from the Federal Aviation Administration (FAA) inspected the airplane following the accident. He reported that the left wing spar sustained structural damage. He inspected the wing fuel tanks using a dip stick; the fuel depth measured, with the airplane in a near-level attitude, approximately 1.5 inches in the left tank and 1.0 inches in the right tank. The wreckage was recovered to the owner’s hangar in Walterboro, South Carolina, where an examination was performed on September 21, 2009. The examination was conducted by the NTSB investigator-in-charge and a FAA airworthiness inspector. The pilot and the mechanic who performed the last annual inspection on the airplane were also in attendance. The engine air intake system was inspected and no evidence of blockage or malfunction was observed. The propeller was turned by hand and engine internal continuity was established. Valve action was correct and compression was observed on all cylinders. The spark plugs were removed and examined; the number two cylinder top plug showed evidence of carbon fouling. The numbers one and three bottom plugs were oil-soaked. The remaining spark plugs were normal in wear and color. The carburetor was removed for inspection. The accelerator pump worked normally when manually actuated. There was approximately one ounce of light-blue fuel in the carburetor bowl. Approximately one half teaspoon of finely granulated, dark colored sediment was present in the bowl. The fuel strainer was removed from the engine firewall and disassembled. The strainer standpipe and internal screen were in place and intact. Approximately two tablespoons of a moist, white, chalk-like substance were found inside the strainer. Some of the substance was in small, solid pieces, while the remainder appeared powdery in nature. Some solid pieces were adhered to the internal fuel screen. A visual inspection of the wing fuel tanks did not show evidence of internal contamination. The mechanic who performed the last annual inspection on September 26, 2008 reported that during the inspection he opened and examined the fuel strainer and no significant contamination was found. He reported that, after the annual inspection, the airplane was stored outside for several months without being flown. At the time of the accident, the airplane had been flown about 18 hours since the last annual inspection. The pilot reported on the NTSB form 6120.1 that he has flown a total of 180 hours, including 165 hours in the Cessna 150. He reported 6 hours flying time in the Cessna 150 during the 90-day period prior to the accident. The 1753 weather observation for RMG, located 22 miles west-southwest of the accident site, included the following: broken ceiling at 9,500 feet, surface winds from 300 degrees at 4 knots, 10 statute miles visibility, temperature 27 degrees Celsius, dew point 16 degrees Celsius, and an altimeter setting of 29.87 inches of mercury.