On October 3, 2003, at 1045 central daylight time, an amateur-built Goldman Dragonfly, N222TH, piloted by a private pilot, was substantially damaged during a forced landing following a partial loss of engine power 7 miles north of the Greater Peoria Regional Airport (PIA), in Peoria, Illinois. The personal flight was conducted under 14 CFR Part 91 and was not on a flight plan. Visual meteorological conditions prevailed at the time of the accident. The pilot reported minor injuries. The flight departed the Kenosha Regional Airport, Kenosha, Wisconsin, at 0900, with an intended destination of PIA. In the pilot's written statement, he reported that he was in an en route descent when he advanced the throttle in order to level off. However, the engine did not respond and remained at idle power. His attempts to restore useful power were not successful. The pilot stated that he was in contact with PIA approach control at the time and was given a vector to Mt. Hawley airport approximately 1-1/2 miles from his present position. However, he judged that he would not be able to make that airport so he selected an apparently smooth field within gliding distance. He noted that as he turned final for this field, about 50 feet above ground level, he "felt the canard stall with its characteristic nose down bob." He reportedly pushed the nose down and "felt the canard resume flying." At this point, the pilot stated he pulled back raising the nose as the aircraft "pancaked into the ground." The aircraft slid approximately 300 feet on the grass before coming to rest. After the aircraft came to a stop, the pilot noted the engine was "still ticking over smoothly as it had been throughout this experience." He reported that he advanced the throttle once again to see if the engine would respond, however, it did not. According to the pilot, throughout the event fuel pressure indications were normal. Application of alternate heated induction air and resetting the engine's Electronic Control Unit (ECU) had no effect. The ECU did not present any fault indications during or after the accident sequence. A post-accident inspection was conducted. The aircraft was powered by an electronic fuel injected, rotary engine. Control continuity from the cockpit to the engine was verified and no anomalies were noted. Internal engine continuity was verified by propeller shaft/crankshaft rotation. Fuel was present at the inlet and outlet to the filter and the filter itself was clean. Fuel was present in the fuel tanks and appeared to be uncontaminated. The throttle body was intact and appeared fully functional. The manifold pressure orifices at the throttle body and the tubing from each orifice to the manifold pressure sensor was intact and unobstructed. The wiring harness between the sensors and ECU, including the connectors and connector pins, appeared undamaged. The manifold pressure sensors were tested and functioned properly. The ECU controlled ignition and fuel metering to the engine. According to the manufacturer, the sensor reads manifold pressure at the throttle body. This is provided to the ECU in order to control fuel metering.