On June 24, 2006, at 1926 eastern daylight time, an amateur-built Renegade II, N536N, was destroyed when it impacted terrain during a forced landing in Orneville, Maine. The certificated private pilot was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 Code of Federal Regulations Part 91. According to the pilot, he departed from a private grass airstrip on the property of his primary residence. He then flew in the local area for about 30 minutes, and landed on a grass airstrip at a second property he owned. The pilot then departed again for the return flight to his primary residence approximately 4 miles away. When the airplane was approximately 2 miles from the primary field, the airplane's engine "skipped" and then lost power. The pilot attempted to perform a forced landing to the grass strip, during which the airplane impacted trees and then the ground. Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed it was consumed by a postcrash fire. The fuel tanks were compromised, and the fuel lines were completely burnt through. The wooden propeller was fractured, and the Rotax engine was destroyed by fire. The pilot reported that he added a "fuel stabilizer chemical" to the automotive gasoline in the airplane, in October 2005. The accident flight was the airplane's first flight since then. According to the pilot, he performed a preflight inspection prior to the accident flight; however, the airplane was not equipped with fuel sumps to check for fuel contamination or water. The pilot stated he departed with the fuel tanks full, approximately 13 gallons. According to the manufacturer of the kit from which the accident airplane was built, these airplanes could be equipped with water drain fittings and a filter on the main fuel line to the engine, both of which could be removed by the pilot. Often, the fuel line filters were made of paper, which would disintegrate after a period of time, limiting fuel flow to the engine. The weather reported at Bangor, Maine, approximately 28 miles to the south, at 1853, included winds from 150 degrees at 4 knots, a few clouds at 2,000 feet, broken clouds at 7,000 feet, 10 miles visibility, temperature 22 degrees Celsius (C), dew point 18 degrees C, and an altimeter setting of 30.12 inches of mercury.