On March 13, 2002, at 1538 central standard time, an Aviat Pitts S-2B, N29RG, piloted by a private pilot, sustained substantial damage during an in-flight collision with a telephone pole while executing a forced landing in Milwaukee, Wisconsin. Visual meteorological conditions prevailed at the time of the accident. The flight was being operated under the provisions of 14 CFR Part 91 without a flight plan. The pilot, the sole occupant of the airplane, reported minor injuries. The local flight departed the Lawrence J. Timmerman Airport (MWC), Milwaukee, Wisconsin, at 1531.

According to MWC control tower records the accident airplane departed northeast bound at 1531 and three minutes after departure the pilot reported a loss of engine power.

According to the pilot's written statement, "Approximately 15 minutes into the flight, while at cruise, the engine suddenly quit. I looked for a place to land & spotted a field with a limited flat spot for landing. I did not have enough altitude to make an airport. While landing on the field, the aircraft struck a pole." The pilot reported, "Prior to exiting the aircraft, I turned off all switches, including gas."

Inspectors with the Federal Aviation Administration (FAA) Milwaukee Flight Standards District Office (FSDO) performed the post-accident inspection of the airframe and engine. Fuel was found in the main fuel tank, main fuel sump, engine driven fuel pump, and all fuel distribution lines. The engine driven fuel pump operated when the engine was rotated. The electric fuel pump operated when electrical power was applied to the pump. The mixture and throttle controls regulated fuel flow in all positions without anomalies. When the engine was rotated both magnetos produced a spark on all leads and there was compression on all cylinders.

The engine was started and ran without anomalies between 600 and 800 rpm. The engine was not run at a higher rpm due to vibrations caused by the bent propeller. The engine responded to throttle control inputs and the engine was shut down using the mixture control. The propeller was removed, straightened, and reinstalled on the engine. The engine was subjected to a static power-run and operated with no anomalies at 2,500 rpm for approximately 10 minutes.

No anomalies were found with the fuel system and/or engine that could be associated with any preexisting condition that would have precluded the normal operation of the engine.

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