Pitts S-2A pilot reported executing a forced landing when he experienced a power loss. The aircraft suffered minor damage.

Narrative

While repositioning a Pitts S-2A from ZZZ to ZZZ3 an engine power loss resulted in a forced landing 7 NM from ZZZ2 airport on the 065° radial. Aircraft suffered some damage. No injuries to the pilot (sole occupant).Takeoff from ZZZ was made at approximately XA:15 local time following a normal engine run up; with no anomalies noted. Takeoff performance was less than recent flights in similar aircraft; but temperature at takeoff was around 40° C with high density altitude. Route of flight was planned to the east of ZZZ1 and ZZZ2 airports due to negligible additional distance and reduced communication workload. Past ZZZ1 and prior to ZZZZZ a slight odor of exhaust was noted but was not strong enough to be of concern. Over ZZZZZ; ZZZ2 ATIS was monitored to determine prevailing winds for landing at ZZZ3. ZZZ2 Tower frequency was selected approximately overhead ZZZZZ1. Reduced airspeed was observed (5 mph) passing ZZZZZ and approximately 300 feet had been lost; from 3;500 MSL to 3;200 MSL. At the time it was presumed to be a transient sinking air mass; as dust devils were visible in the surrounding area. This prompted an adjustment to increase power. No change in performance was noted; so full power was commanded while turning towards ZZZ2. At this time visible smoke was seen emanating from the engine cowling; prompting a priority handling request to ZZZ2 Tower. Sink rate now exceeded the ability to reach any runways at ZZZ2; so planning shifted to a forced landing. The best landing site in the available glide radius was selected; pitch attitude was reduced to maintain best glide speed; and an overhead approach was commenced. While in the turn a follow up [priority handling] call was transmitted to include aircraft position and ID. ZZZ2 Tower asked me to verify my altitude as 1;800; 'That's me' was my response. ZZZ2 Tower requested fuel and souls on board 'if time'; to which I responded; 'No time; Unable'. At approximately 100 feet; my priorities were shifted again to landing under control. This prompted me to roll out of my turn; accepting a sub-optimal heading but at a reduced load factor and stall speed. I concentrated on maintaining airspeed to keep from exceeding critical angle of attack. Touchdown was made just above stall speed in a three-point attitude. Nearly simultaneous with touchdown; debris was seen impacting the lower right wing causing initial aircraft damage. Directional control focused on avoiding vegetation; but some small bushes were unavoidable causing additional lower wing leading edge damage. An approaching tree line indicated the presence of a ravine ahead; so an intentional ground loop was initiated at a relatively low airspeed estimated to be less than 25-30 mph. Aircraft was secured (master; mags; and fuel to off) and the aircraft was promptly exited. Thin smoke was still coming from engine cowling but quickly dissipated. Engine oil was evident external to the cowling; on the bottom fuselage; and had pooled at the base of the firewall; fuselage under rear cockpit; and at tail wheel.