On October 5, 2014, about 1215 Pacific daylight time, an experimental amateur built Corben Baby Ace, N3RH, was substantially damaged during a forced landing shortly after takeoff from the Lincoln Regional Airport (LHM), Lincoln, California. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot, sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The local flight originated from LHM about 5 minutes prior to the accident.In a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot reported that he departed runway 15 and flew straight out to about 1,000 feet above ground level (agl) when the engine began to sputter. The pilot stated that he initiated a 180-degree turn toward the airport, however, did not have enough altitude to make the airport and initiated a forced landing to a nearby field. During the off-airport landing, the landing gear collapsed and the airplane subsequently nosed over. Examination of the airplane by the NTSB IIC revealed that the fuselage and engine firewall was structurally damaged. The airplane was recovered to a secure location for further examination. Examination of the recovered airplane revealed that the wings were removed to facilitate recovery of the airplane. The Continental C75-12 engine, serial number 179612, remained attached to the airframe. All engine accessories remained attached with the exception of the carburetor, which was displaced from its mounts. The top spark plugs were removed and the crankshaft was rotated by hand using the propeller. Thumb compression was obtained on all four cylinders. Both magnetos produced spark with impulse coupling engagement when the crankshaft was rotated. The carburetor was intact, however, separated from its mounts. The throttle and mixture levers moved from stop to stop when the levers were actuated. When the throttle lever was actuated, the accelerator pump expelled fuel. The carburetor was disassembled and examined. The internal float bowl contained residual liquid that was consistent with automotive fuel. A small amount of red sand like debris was observed within the float bowl. The carburetor fuel screen was found to be free of debris. The floats and needle valve assembly were unremarkable. The airframe fuel strainer (gascolator) was found intact with all of the fuel lines secure. The gascolator bowl was removed and some red sand like debris was noted. The screen was removed and a significant amount of red sand like debris was observed partially restricting the screen and fuel outlet port to the engine. The source of the debris was not determined. Review of the airframe and engine logbooks revealed that the most recent condition inspection was completed on August 8, 2014. The mechanic who performed the condition inspection reported that he removed the gascolator screen and found no debris during the inspection. The pilot reported to the NTSB IIC that the airplane had been in storage for several years and that he had flushed the fuel tank multiple times to remove any debris that may have gathered. He further stated that at the time of the accident, the airplane had about 6 hours of flight time since the inspection.