On November 27, 2012, about 1904 eastern standard time, a Cessna 177RG airplane, N1912Q, impacted terrain following a loss of engine power on takeoff from runway 28L at the Capital Region International Airport (LAN), near Lansing, Michigan. The pilot and two passengers were uninjured. The airplane sustained substantial empennage damage. The airplane was registered and was operated by Partners For Neighborhood Group, Inc. under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Night visual flight rules (VFR) conditions prevailed for the flight, which did not operate on a VFR flight plan. The flight was originating from LAN at the time of the accident flight and was destined for the Chicago Executive Airport, near Wheeling, Illinois. According to the pilot’s accident report, he reported that he was given a clearance to taxi to runway 28L. No operational anomalies were detected during the engine run up. Flaps were set to 10 degrees for takeoff. The pilot was then given a clearance to fly the runway heading on takeoff. After takeoff and in the climb, he retracted the landing gear and flaps. The pilot reduced engine power to 25 inches of manifold pressure and 2,500 rpm. It was at that time the engine lost power. The pilot declared an emergency and attempted a forced landing on the runway. He lowered the flaps and landing gear and initiated a flare about six feet above the ground. However, during the forced landing, the landing gear did not have time to fully extend. The airplane touched down, the gear collapsed and it airplane skidded until coming to rest at the departure end of the runway. A Federal Aviation Administration inspector examined the airplane. The airplane was lifted and the main landing gear was extended. The airplane's fuel system and engine were examined. The airplane's fuel gauges indicated one-half full on the left tank and three-eighths full on the right tank. An examination of the firewall sump and main tank sumps showed no water. However, a “minimal” amount of water was drained from the right belly sump. The inspector could not prime the engine when the fuel valve selector was positioned on the "both" fuel tank setting. He subsequently turned the fuel tank valve selector to the "left" tank setting, established fuel flow, primed, and started the engine. The engine ran rich at first but cleared after running for about 1 minute. No fuel flow could be established until the selector was placed in the "left" position. Once fuel flow was established, the engine started and ran normally. The reason for why fuel flow could not be established when in the fuel selector was in the "both" fuel tank position could not be determined.