NYC03LA115

The pilot reported that the airplane was in cruise flight when he reduced the throttle to idle, and began a gradual descent to an altitude of about 500 feet. At that time, the pilot advanced the throttle; however, the engine did not respond. The engine never developed more than a "fast idle" and the pilot was unable to restore engine power. The pilot located a corn field and performed an emergency landing. During the landing roll, the airplane flipped over and came to rest inverted. Examination of the airplane did not reveal any pre-impact mechanical malfunctions. A weather observation reported at an airport about 20 miles east of the accident site, included a temperature and dew point of 62 and 55 degrees F; respectively. According to an FAA carburetor icing probability chart, the weather conditions were favorable for moderate icing at cruise speed, or serious icing at glide power.

On May 26, 2003, about 1450 eastern daylight time, a Boeing Stearman D75-N1, N59768, was substantially damaged during a forced landing in Avis, Pennsylvania. The certificated commercial pilot sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight that originated from Lock Haven, Pennsylvania. The personal flight was conducted under 14 CFR Part 91.

The pilot reported that the airplane was in cruise flight when he reduced the throttle to idle, and began a gradual decent to an altitude of about 500 feet. At that time, the pilot advanced the throttle; however, the engine did not respond. The engine never developed more than a "fast idle" and the pilot was unable to restore engine power. The pilot located a corn field and decided to attempt an emergency landing. During the landing roll, the airplane flipped over and came to rest inverted.

Examination of the airframe and engine by a Federal Aviation Administration (FAA) inspector did not reveal any pre-impact mechanical malfunctions. The top portions of the wings and the aft portion of the airplane were substantially damaged. The engine was separated from its mounts.

The pilot reported 2,900 hours of total flight experience on his most recent application for an FAA second class medical certificate, which was issued on October 23, 2001.

A weather observation reported at an airport about 20 miles east of the accident site, at 1406, included a temperature and dew point of 62 and 55 degrees F; respectively. According to an FAA carburetor icing probability chart, the weather conditions were favorable for moderate icing at cruise speed, or serious icing at glide power.