On May 28, 2011, about 1915 eastern daylight time, a Cessna 172F, N5663R, experienced a total loss of engine and electrical power during cruise flight near Ironton, Ohio. The pilot subsequently made a forced landing to a field. The private pilot and the certified flight instructor sustained minor injuries. The airplane sustained substantial damage to the fuselage, engine firewall, and empennage. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as an instructional flight. Visual meteorological conditions prevailed and no flight plan had been filed for the local flight destined for Ashland Regional Airport (DWU), Ashland, Kentucky. The flight originated from DWU at 1815. The pilot stated that prior to May 26, 2011, the airplane had not been flown and had not been fueled for a "very long time." On May 26, 2011, the pilot flew the airplane for a flight review, which was given to him by his flight instructor. After landing, the left toe brake pedal was very soft, and the airplane was not flown for the remainder of the day. On May 27, 2011, a mechanic at DWU fixed the brake and also removed some bird nest material that was found around the engine. On May 28, 2011, the pilot and his flight instructor flew around the DWU traffic pattern eight times and performed four landings. They then flew 7-8 miles northwest of DWU, where the pilot performed "normal" flight maneuvers. At 2,500 feet mean sea level (MSL), the airplane experienced decreasing engine power. While beginning to fly towards DWU, the engine power continued to decrease, and the airplane began to lose altitude. At 1,500 feet mean sea level, the engine lost all power along with a loss of electrical power. The pilot then landed the airplane on a field. Examination of the airplane by a Federal Aviation Administration (FAA) inspector from the Nashville Flight Standards District Office, revealed that the outside of the engine was rusted with many corroded parts. The engine was rotated and engine compression was noted. The magnetos were operational. There was fuel in the airplane fuel tanks. According to the probability icing chart contained in FAA Special Airworthiness Information Bulletin, CE-09-35, there was a probability of serious icing at glide power with a temperature of 79 degrees Fahrenheit and a dew point of 64 degrees Fahrenheit.