On August 19, 2007, about 1900 eastern daylight time, a Cessna T210N, N6654N, was substantially damaged during a forced landing, following a total loss of engine power while on approach to Old Bridge Airport (3N6), Old Bridge, New Jersey. The certificated airline transport pilot and the passenger were not injured. Visual meteorological conditions prevailed for the flight that departed Robert J Miller Airpark (MJX), Toms River, New Jersey, about 1845. An instrument flight rules (IFR) flight plan was filed for the personal flight conducted under 14 Code of Federal Regulations Part 91. According to the pilot, the airplane flew uneventfully from North Carolina to New Jersey. After reviewing some en route calculations, the pilot thought it prudent to stop for fuel at MJX, before continuing to his final destination at 3N6. After landing at MJX, the pilot had the airplane fueled, and departed for 3N6. About 10 minutes later, during approach to 3N6, the airplane experienced a total loss of engine power, and the pilot performed a forced landing to a racetrack. During the landing, the airplane struck a fence and a cement barrier, before coming to rest upright. As a result of the impact, the left wing spar was damaged, the empennage separated, and the landing gear collapsed. The pilot reported that there were no preimpact mechanical malfunctions with the airplane. According to a line service person at MJX, the pilot personally instructed him to put 13.5 gallons of fuel in each wingtip fuel tank only. The pilot did not have any additional fuel added to the main fuel tanks. The line service person estimated that the wingtip fuel tanks were within one inch of full after the fueling. The line service person also provided a fuel receipt for 27.30 total gallons of fuel. Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that the right wing main fuel tank, and left wing main fuel tank, remained intact and did not contain any fuel. Both the right wingtip fuel tank and left wingtip fuel tank were compromised. The FAA inspector observed that the fuel selector valve displayed "Left," "Right," and "Off" positions, and the selector handle was in the "Off" position. In addition, two switches were located on the instrument panel, one for each wingtip fuel tank transfer pump. Both of those switches were found in the "Off" position. The FAA inspector rotated the propeller by hand, and confirmed crankshaft, camshaft, and valve train continuity. He also obtained thumb compression on all cylinders. The FAA inspector was able to recover some residual fuel in the fuel manifold, and it did not contain any visible contamination. According to the airplane's maintenance records, it received a supplemental type certificate for Flint Aero Auxiliary Fuel Wingtip Tanks on February 27, 1979. The wingtip fuel tanks provided fuel to the main fuel tanks, but not directly to the engine. The reported weather at an airport located approximately 10 miles southeast of the accident site, at 1855, was: wind from 160 degrees at 3 knots; visibility 8 miles; broken ceiling at 2,100 feet; overcast ceiling at 2,700 feet; temperature 17 degrees Celsius (C); dew point 12 degrees C; altimeter 30.11 inches of mercury.