On February 27, 2015, about 1200 eastern standard time, a Piper PA-28-181, N2122K, was substantially damaged when it collided with terrain during a forced landing near Jacksonville, Florida. The student pilot was not injured. The airplane was registered to and operated by Jacksonville Navy Flying Club under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the instructional flight. The flight departed Lake City Gateway Airport (LCQ), Lake City, Florida, at 1130, and was destined for Jacksonville Naval Air Station, Jacksonville, Florida.The student pilot reported that he was returning from a solo cross-country flight and just completed a cross-check of the instruments when the engine started to "sputter" and lose power. He checked the fuel quantity and noted that the fuel tanks indicated 3/4 full. He further stated that he performed the emergency checklist; however, "I went through the checklist so fast that I do not recall if I was actually able to do all of the items." The engine then experienced a total loss of the power, and attempts to restart it were unsuccessful. After determining that the airplane would not be able to reach the closest airport, the student pilot made a forced landing in a pasture. The airplane sustained substantial damage to the fuselage and both wings. During the recovery of the airplane it was noted that the left fuel tank contained approximately 18 gallons of fuel and the right fuel tank was breached and void of fuel. An examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the engine sustained minor damage and a test-run of the engine could be performed. The engine was secured to a stationary surface and fuel was supplied to the fuel line leading to the carburetor. The engine was started and it ran "smoothly" without assistance from the auxiliary fuel pump. The engine was shut down and subsequently restarted. The engine started normally the second time and ran without issue. During the test run the engine was set to idle at 1,000 rpm. A check of the oil pressure revealed it was normal, but the oil temperature did not register. The throttle was increased to 1,500 rpm, and the engine continued to run normally. The oil pressure remained normal; however the oil temperature did not register. A magneto check was performed on both magnetos, and a drop of 50-75 rpm was noted on each of the magnetos. A carburetor heat check was performed at 1,500 rpm and a decrease of 50 rpm was noted. The engine speed was brought back to idle and the engine continued to run normally. Examination of the engine and airframe did not reveal any anomalies that would have precluded normal operation. The airplane had been operated for about 70 hours since its most recent annual inspection, which was performed on December 18, 2014. The student pilot reported 81 hours of total flight experience, which included about 25 hours in the same make and model as the accident airplane. Weather conditions reported at an airport that was located about 30 nautical miles west of the accident site, at 1155, included a temperature of 9 degrees Celsius (C), and a dew point of 3 degrees C. According to an FAA Carburetor Icing Probability Chart, the reported temperature and dew point were conducive to carburetor icing during cruise flight at the time of the accident.