On October 18, 2018, about 1405 eastern daylight time, a Piper PA-28-140, N3631K, sustained substantial damage when it was involved in an accident near Plant City, Florida. The commercial pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Before departure, the pilot conducted a preflight inspection, and no anomalies were noted. The pilot also recalled that all pre-takeoff checks were normal, and there were 6 quarts of oil in the engine. He confirmed that both fuel tanks were full, which amounted to 18 gallons in each tank. The pilot was practicing flight maneuvers that consisted of visual approaches, pattern work and landings at Plant City Airport (PCM), Plant City, Florida. After takeoff from PCM, and about 45 minutes into the flight, the pilot switched fuel tanks from the right tank to the left tank. After finishing his flight maneuvers, he proceeded back to PCM and entered on the downwind leg of the traffic pattern for runway 10 for a touch-and-go landing. After the touch-and-go landing, while climbing out and accelerating to 85 mph, the engine “sputtered” several times. The pilot leveled off the airplane about 400 ft mean sea level and checked the engine indications and controls, with all appearing normal. The carburetor heat was off, and the pilot did not activate it before or during the loss of engine power. The engine then lost power completely. The pilot was unable to turn the airplane due to the low airspeed and performed a forced landing into the trees below. The pilot exited the airplane and waited for emergency services to arrive. Pictures taken at the accident site showed that the airplane sustained substantial damage to the wings and fuselage. The left wing was broken away from the fuselage, and the right wing and cabin section buckled. Postaccident examination of the engine revealed that while the engine could not be test run due to damage sustained during the accident, no mechanical anomalies were discovered that would have prevented normal operation. The weather conditions at PCM about the time of the accident included a temperature of 33° C, and a dew point of 20° C. Review of the icing probability chart contained within Federal Aviation Administration Special Airworthiness Information Bulletin CE-09-35 revealed the atmospheric conditions at the time of the accident were conducive to the formation of carburetor icing at cruise and serious icing at glide power settings.