On October 20, 2000, approximately 1735 central daylight time, a Steven R. Jackson Harmon Rocket 2 homebuilt airplane, N47SR, registered to Rocket Flyers LLC of Austin, Texas, and operated by the pilot and another private individual, was destroyed during a forced landing after a loss of engine power during climb out from runway 22, Houston Hobby Airport, Houston Texas. The airline transport pilot, who was the sole occupant, sustained serious injuries. Visual meteorological conditions prevailed and a VFR flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The flight originated at approximately 1730 and was en route to the Sugarland Municipal Airport, Houston, Texas. The pilot stated on NTSB Form 6120.1/2, that he departed Houston Hobby Airport from Runway 22. After leveling out at 2,500 feet, the engine "went to what appeared to be flight idle." He immediately started to turn back to the airport, performed immediate actions to determine/diagnose the problem, declared an emergency, and during the glide attempted a manual start. During the ensuing dialog with the tower during the emergency descent, the pilot stated that he would not make the runway. "At the last minute", he chose the path of least resistance through trees and high vegetation to minimize the impact. During the impact, the right wing struck a tree, the engine tore away from the fuselage, and the wing fuel tanks ruptured. The pilot then made an egress through the ruptured fuselage. An FAA Inspector, a representative of Rocket Flyers, and a certified Airframe/Powerplant (A&P) mechanic examined the wreckage in-situ the day following the accident. Fuel was found in the manifold and distributor. Upon removing some engine cowling, the induction air hose was found disconnected from the cowling air scoop (clamp was not located). Examination of the inside of the hose revealed that the inner lining appeared to be partially delaminated away from the inner circumference. Rocket Flyers arranged for an engine run after recovery. With some modifications due to impact damage, the engine operated up to 1,200 RPM. The A&P mechanic who supervised the run, stated that the engine would have been able to "achieve full power", but was concerned that higher RPM would pull the engine loose from the makeshift mountings. Also, airflow was manually interrupted during the run, which precipitated a loss of power. Additionally, maintenance had been performed on the alternator on October 18, 2000. The pilot flew the aircraft on October 19, 2000, with no discrepancies noted.